Manual: Locomotive-Decoder LD-1x LD-1MTC, LD-1PL22, LD-1L, LD-1M, LD-1S

Transcription

1 MTC Decoder for: 2-pole interface: - MTC / Märklin etc. 22-pole interface: - PLUX22 / ROCO etc. older interfaces for standards of European model railways 65/652-6-pole or 8-pole plug PLUX22 Content Introduction... 4 Should you decide not to read this manual... 5 How to use LD-x and this manual efficiently... LD-x and the next functions... LD-x and your desires... Additional information on the DCC-standard... 2 Basic features... 3 Requirements concerning the model railroad system... 4 LD-x and the DCC-protocol... 4 How to use TCCS with RailCom -compliant control units... 4 You are using one of the following DCC control units:... 5 Lenz LZV Märklin CS Programming with ROCO^ multimaus and ROCO Lokmaus Uhlenbrock IB control units... 6 LD-x and its driving addresses (DCC & TCCS)... 6 LD-x and its energy storage... 6 LD-x and the speed profile... 2 LD-x and the dynamic simulation of mass LD-x and load controller LD-x controls C sine engines LD-x and operating in km/h LD-x and its distance measuring system Document: SW V2.6 / 0 side from 95

2 extended use of the distance measuring system LD- x and the stopping distance LD-x and the automated train (TCCS)... 3 LD-x and vehicle identification (TRAM & Lissy)... 3 LD-x and the update-function LD-x and the analog operating mode How to install the LD-x decoder Vehicles with interface in accordance with NEM 65 and Vehicles with interfaces in accordance with NEM 658 (PLUX22) Vehicles with interfaces in accordance with NEM 660 (MTC = MärklinTRIXConnector) Vehicles without interface / retrofitting older vehicles Vehicles without interface; DC motors Vehicles without interface; AC / AC-DC motors Decoder interfaces of the LD-x, extensions of the standard in accordance with NEM 65x Configuration LD-L: Configuration LD-M:... 4 Configuration LD-S: Configuration LD-MTC: Configuration LD-PL22: Layout of cables in the connector housing: How to connect the energy storage with the LD-x-decoder How to connect the TC-H0 couplings with the LD-x-decoder How to connect couplings from other manufacturers with the LD-x-decoder Decoder Installation Service LD-x and the T4T train automation (TCCS) How to couple vehicles automatically How to uncouple vehicles automatically How to illuminate vehicles automatically Taillights in case of a detached locomotive Trigger car-functions Maximum speed of a train set Programming car-cvs TCCS-addressing with extended DCC-function addressing Results of the train identification LD-x and multi-traction Minimum decoder software requirements Minimum requirements for the vehicle setup Document: SW V2.6 / 0 side 2 from 95

3 Using multi-traction Function outputs of the LD-x; function mapping and dimming Logical functions of the LD-x LD-x as car decoder... 7 Outputs with special functions LD-x update-programming Caution notes If LD-x does not work Attachment Block diagrams of the LD-x decoders Conversion table hexadecimal / decimal / binary Hexadecimal table: Binary table: Overview of CV-variable Technical data LD-L Technical data LD-M Technical data LD-S Technical data LD-MTC Technical data LD-PL Guarantee, CE-marking and disposal Document: SW V2.6 / 0 side 3 from 95

4 Introduction With the locomotive-decoder LD-L or LD-M you have purchased a product that adds functions which considerably enhance the reliability and fun of operating a digitally controlled model train. In order for you to utilize and operate this high quality product as intended, please read this manual thoroughly and keep it even after the installation. Please note that this decoder can be updated so that its functionality depends on the implemented software version. New software versions can be downloaded from our website and then installed via the decoder manager. Our manuals are available as PDF-files. In the footing line on the left the respective software situation necessary for the present manual is printed (here SW V2.6). Behind the sign "/" the check situation of the manual is deposited (here 0). Important Notice: The decoder is suitable for users 4 years and older. It may only be installed by an experienced user. The decoder may be destroyed by incorrect installation. Keep away from children under 4 years! Most background information cannot be delivered in this manual. For further details, please use the links on our website. However, T4T is not liable for the content of 3rd party web pages! Copyright by T4T, technoloy for trains, Swistec GmbH. Rights reserved for errors, technical changes and all other rights. All trade names, company names and product names are trademarks or registered trademarks of their respective owners. Abbreviations used in this manual: Abbreviation: CV DCC LD-x POM SW TC-H0 TCCS TRAM WD-GWx WD-PWxxx Configuration Variable Digital Command Control; locomotive-decoder-; x represents the various decoder types Program on main Software TrainConnection H0 TrainCoupling&CommunicationSystem Train Manager car-decoder for freight car (German: GüterWagon); x represents the number of function outputs car-decoder for passenger carriage (German: PersonenWagon); xxx represents the length of thelighting bar (mm) Document: SW V2.6 / 0 side 4 from 95

5 Should you decide not to read this manual you will miss out on an important lecture but you can still catch up at any time! How to just drive (without TCCS): step measure explenation Connect the decoder to the designated interface of the locomotive. The DCC address put down on CV, if 2 they Long address is wished, the CV 7, CV 8 and CV 29 must be considered. Enter the maximum speed of the model in 3 CV 36 and CV 37 as well as in CV38 and 39; According to the interface of the locomotive the suitable LD-x decoder is selected. The DCC control unit must use the same address AND the same speed profile. Vmax forward = 20 km/h: CV 36 =, CV 37 = 20 Vmax backward = 80 km/h: CV 38 = 0, CV 39 = 80 4 Enter the scale of your model train; Example: : 87: CV 48 = 87 5 Set CV 29. = (28 speed step model); please also adjust the setting in the control unit. 6 Set the locomotive with the POM command CV60 = 55 in motion in direction of the traffic forward and put down the result on CV56 [mm]/55 [cm]. First program CV 56! 7 Drive the locomotive over a m long test track and time it. The measured time should lie between 5 and 25 seconds at most. If necessary, adjust the speed step. 8 Enter the necessary time (in tenths of a second) in CV 40 and the corresponding speed step in CV 4. e.g.: measured time 22.8 seconds at speed step 8; CV 40 = 228, CV 4 = 8 The DCC protocol knows different speed profiles. Today 4/27 speed steps have become outdated. 28/26 speed steps are contemporary. The locomotive moves the distance from which she thinks that these are 50 cm. On the tape measure, e.g., the following values are read: 34.7 cm: CV56 = program 7 CV55 = program 34 depending on the model s engine type it can make sense to adjust the settings according to chapter "LD-x and loadcontroller" What you have achieved so far:. The locomotive will now go at the maximum speed as defined in CV 36 and CV The CV 5 has been calculated by the decoder based on the measurement. Document: SW V2.6 / 0 side 5 from 95

6 3. The locomotive will uncouple with an uncoupling distance of 20mm (CV45, factory setting). 4. The locomotive will uncouple at a speed of 5 km/h (CV44, factory setting). Document: SW V2.6 / 0 side 6 from 95

7 How to use the energy storage: step measure explenation The built-in energy storage model must agree with the defaults according to CV 59: release POM command: locomotive address / CV 60 / value 59 The time, a decoder should drive on, if 2 there are DCC reception problems or contact problems, need to be adjusted in CV 57 in tenth seconds. Example: The locomotive should drive on for 2.5 seconds: CV 57 = 25 The time that the charging of the energy 3 storage shall begin needs to be determined wisely Details are on side 6 to read up. e.g. The charging shall begin after 3 seconds without constraints: CV 58 = 3 If the following POM command is released, LD-x recognises a connected energy storage automatically. For LD-SC/Bx CV 59 = is set and for LD-SC/Dx = 3 is set. After 40 seconds the result is written in CV59. If there is a mistake, is shown in CV30.0. As soon as the track tension is not available, this time is measured in tenth seconds. If the measured time is longer than the time set in CV 57, the locomotive stops. If the model railway is switched on and many locomotives begin at the same time with the loading of the energy storages, it can come to the overload of the output stages. Remedy becomes in the chapter LD-x and its energy storage described. What you have achieved so far:. The "uniterruptable power supply" (also called: "uninterruptable power supply" ("Dreckegal" / Don't worry about dirt -function) of the LD-x is now activated. Document: SW V2.6 / 0 side 7 from 95

8 How to use the coupling TC-H0: step measure explenation The couplings according to separate instructions to the product TC-H0 insert and connect with the decoder (see plug configuration on side 40 following). Further information are provided in the TC-H0 manual on our web page. 2 If there are couplings on either end of the locomotive: release POM command: Locomotive address / CV 69 / value 27 (work setting) If there is only one TC-H0 coupling on the tail end: Locomotive address / CV 69 / value 9 If there is only one coupling on the front end: Locomotive address / CV 69 / value. In all 3 preceding cases the tail light and the forehead light of a driving trailer are automatically switched with the Lokomotivlicht. Follow for closer details the chapter How to illuminate vehicles automatically. 3 Automatically, the TCCS-address has the value: DCC-address +,000. If the DCCaddress lies above 999, only the first three digits of the address +,000 will be added Uncoupling the first car right after the locomotive via F (DCC-address): CV 20= 4 (It is necessary, the works according to chapter"ld-x and its distance measuring system" to carry out!) Uncoupling the last car of the train set via 5 F2 (DCC-address): CV 202 = 2 The TCCS address can be also stopped individually. See the chapter moreover LD-x and the T4T train automation (TCCS). See the also meaning of the CV 70. The factory setting is CV 20=. Only if the user has changed this setting, it need to be programmed again. The factory setting is CV 202=2. What you have achieved so far:. Now you can uncouple the car that is connected with the locomotive via TC-H0 and possesses a T4T-decoder, from the locomotive via F button (DCC-address). 2. You can uncouple the last car behind the locomotive that is connected with the locomotive via TC-H0 and possesses a T4T-decoder via F2-button (DCC-address). 3. You can uncouple an arbitrary car that is connected with the locomotive via TC-H0 and possesses a T4T-decoder, by entering the TCCS-address and the desired speed step (= carnumber) via F-button. Please refer to page You can activate / deactivate any specific function of the car. 5. You can use the extended commands of the DCC-address (32,768 functions) and can control all functions and couplings within the train set remotely. Document: SW V2.6 / 0 side 8 from 95

9 Overview to the function key configuration: (DCC driving address) function keys measure explenation 0 Switch on of the train fuse lighting With this key not only the light of the locomotive is activated, but also the tail light of the coupled cars. uncoupling behind the locomotive 2 uncoupling the last waggon 3 switching on the shunting light of the locomotive On both vehicle sides the 3-point train head light is shown. 4 switching on the interior lighting of atrain In all passenger carriages the interior lighting is switched on. 5 taking over the multi-traction In a multiple unit the leading locomotive can be selected with this key. 6 turning off the mass simulation This switch-off is used in particular for PC-controlled systems. 7 manual identication of the train In particular after manual intervention this measure can become necessary. 8 resetting the error-cv 30 The key puts back perhaps available train bus disturbances. Document: SW V2.6 / 0 side 9 from 95

10 Overview to the function key configuration: (TCCS-address of locomotive) Before triggering the speed step select the the speed step number in such a way that it corresponds with the desired vehicle position. TCCS address of the locomotive (ex factory.004) function keys measure explenation Activate the addressed coupling pair (e.g. car 3, when set to speed step 3) An impulse releases the uncoupling process. 2 unassigned 3 unassigned 4 interior lighting The change from off to on switches on the light, the change from on to off switches off the light. 5 unassigned 6 unassigned 7 unassigned 8 unassigned Document: SW V2.6 / 0 side 0 from 95

11 How to use LD-x and this manual efficiently If you decided to control your locomotive with the LD-x, you also have the option to use TCCS by T4T. This innovative digital technology requires a thorough understanding of the new functions. Even if you have an extensive know-how and a lot of experience, it is essential that you read this manual. Should you use a decoder with an older software situation, i.e. a version before the topical ones SW V2.6/R0 (CV 255 = 20, CV 253 = 4), so the decoder must be updated first. See the chapter first moreover"ld-x update-programming". If this decoder initiates your first steps in the country of the digital technology, you read please before the installation and the introduction of the product urgently the chapter "Installation hints" from side 34 and afterwards the interesting chapters, in particular the hints to the energy storage and TCCS. Once you are well informed about the functions and definitions of the DCC-protocols, a glance at the table of the configuration variables (CV) will probably be sufficient in order to program the decoder correctly. If LD-x is used together with the TC-H0 coupling, it is mandatory to study the information on TCCS. LD-x and the next functions The LD-x decoder possesses features that will be available with the next software-update. In order to be informed about the next steps, each current manual contains a non-binding overview over the intended enhanced functions. The functions which are described in this manual, but with the present software version SW V2.6 yet cannot be used, contain in the accompanying heading basically the hint (from SW...). The software version in CV 255 is essential information to understand the driving functions of a decoder. Furthermore, CV 256 indicates which TCCS version is used; thus which functions the decoder offers in respect to the train bus. We recommend that you use the same TCCS version for all decoders in one train set. Usually, updates are available for all decoders. LD-x and your desires We aim at providing the best possible product for your desires. Your input is appreciated. Let us know which functions the product at hand is still missing! Let us also know for which application(s) you found this product not at all or only partly suitable! Please enclose the following information in your message to us so that we can best serve you: Gauge of the railway construction (N / H0...) Digital system in use Size of the railway construction PC-program in use Special features that derive from the manufacturer's standard specification (only where applicable) Document: SW V2.6 / 0 side from 95

12 And please do not forget to include your address. Additional information on the DCC-standard The standard protocol used for the communication between control centre and locomotive is constantly adjusted and extended by international organisations. In addition, these organisations provide a lot of useful information for the hobby model trainman. Below are two of the many links that the internet offers: Note: T4T is not liable for 3rd party websites. Name of the organisation Web page German English French European Union of Model Railroad and Railroad Fans X X X National Model Railroad Association - X - Document: SW V2.6 / 0 side 2 from 95

13 Basic features 8 (LD-L), 6 (LD-M), 5 (LD-S), 8 (LD-MTC & LD-PL22) function outputs (light, smoke etc.) infrared transmitter () for front side (Formats: Lissy, T4T, Train navigation) coupler TC-H0 in front incl. IRtransmitter (Formats: Lissy, T4T, Train navigation) current supply for cars via TC-H0 Picture 2: red: blue: violet: dirt -function) yellow: DCC decoder (LD-x series): LD-L, LD-M, LD-S, LD-MTC, LD-PL22 Functional blocks of a LD-x decoder Various energy storages LD-SC/xx: LD Sc / B009 (L) & LD Sc / B (3), LD-SC/DS (DLS) Infrared transmitter (2) behind (Formats: Lissy, T4T, Train navigation) TC-H0-coupling () in back incl. infra-red (Formats: Lissy, T4T, Train navigation) current supply for cars via TC-H0 functions of a standard DCC-decoder functions for the infra-red transmission of feedback data and positioning data energy storage for the "uninterruptable power supply" ("Dreckegal" / Don't worry about coupling control and TCCS equipment The locomotive-decoder LD-x has been designed for model trains with gauge H0 and can be used universally for AC as well as DC motors (AC-DC motors). The decoder is controlled via DCCformat (e.g., Arnold Digital, Lenz Digital Plus, ROCO digital is cool, Uhlenbrock Intellibox, Zimo MX-, etc.). LD-x is the first production line decoder that can be fed by various power supplies: rail connection, energy storage(ld-sc/xxx) and via a car that is equipped with its own wheel pickup shoes. This combination of decoder and auxiliary energy source reliably prevents that the train comes to a standstill due to a lack of contact to the track. Each vehicle automatically seeks a track point with sufficient contact to the rail ("uninterruptable power supply" /"Dreckegal"- function). Especially when driving slowly, the LD-x shows an absolutely smooth performance and a flicker-free lighting guaranteed for every possible driving situation. LD-x is far more than a locomotive-decoder! For the first time, the complete train set is connected via TC-H0 - the automatic coupling transmitting power and information. We call it the TCCS: TrainCoupling&CommunicationSystem. TCCS stands for a revolutionary new model train playing experience. LD-x brings PC and model trains closer together. The automated train provides extensive data for PC-interfaces via its checkback system. It supports the formats Lissy (Uhlenbrock), trainnavigation (Fleischmann) and TRAM (T4T). This product also offers a variety of new functions as well as an update function so that it will remain up-to-date for many years to come. A service for the model trainman. Document: SW V2.6 / 0 side 3 from 95

14 Requirements concerning the model railroad system TCCS can be used with any control unit or control system which is able to use DCC. Those control systems tested by T4T can be found on the most current T4T-webpage. However, please note that the TCCS requires a sufficiently high track voltage in order to operate correctly. Ideally the track voltage should be 20V. In case of an unregulated power supply into the track, a transformer with a nominal voltage of about 6.5V and a minimum capacity of 50VA is required. Märklin (e.g., CS2) and Uhlenbrock are examples for unregulated control systems. Regulated control systems are offered by e.g. Lenz and ESU. In these systems the output voltage can be defined. An output voltage of 20 V is recommended. In addition to the previously given information, a proper wiring of the model railroad system is of course mandatory. This includes cables with a cross section that meets the consumption needs (e.g., 0.5mm²) and a sufficient density of power supply points. Depending on the track system, the power is not always transported in sufficient quality. This is especially true when the power has to be transported across track switches. Therefore it is recommended to provide a track section of track switches or track ends with separate power supplies. LD-x and the DCC-protocol The decoder LD-x has been designed for the internationally-defined DCC-protocol and thus can be used with any central control centre that generates signals in accordance with DCC-standards. Due to the ongoing development of this standard the LD-x can be adapted to future developments via its software-update-function. LD-x supports a huge number of program registers (CV list), in the chapter Overview of CV-variable are listed. Since many functions are still missing in the standard, we added some and modified a few others marked with various colors. For the best performance, some changes to the standard factory settings may be recommended. The LD-x decoder supports the DCC service mode in "CV byte-by-byte" and "CV bit-by-bit" via a programming track as well as via the main track progamming (POM). The main track programming works in standstill as well as in motion. However, the CVs that influence the motor should, only be programmed in standstill mode. Due to the wheel-rail-contact problem, programming while in motion might have to be repeated several times. After a main track programming it may take up to 5 seconds before the variable will be applied. The older programming-tpyes register-mode and paging-mode are not being supported anymore. The program TrainProgrammer by Freiwald Software offers an elegant solution to receive an overview over the CVs of a locomotive decoder. On its web-site, under "software update/ tools", T4t provides a downloadable template for Train Programmer. How to use TCCS with RailCom -compliant control units This TCCS software version as well as all TCCS-decoders currently do not support RailCom. If RailCom is not deactivated,an energy storage type LD-SC/xxx has to be connected with the locomotive decoder so that TCCS can be used successfully. This energy storage has to be charged in order for the system to be able to execute the identification and uncoupling procedures. If RailCom is activated via control unit, the identification process may take about 2-3 seconds longer. Document: SW V2.6 / 0 side 4 from 95

15 You are using one of the following DCC control units: Lenz LZV 00 This device is delivered ex factory with a track output voltage of 6 V. We recommend, to adjust this output voltage on 20 V to 22 V as described in the manual of the maufacturer. This measure supports the force development of the TC-H0 and the supply of vehicles which are equipped with a WD-PWxxx decoder. Märklin CS 2 Using the functions of the train bus (TCCS), such as uncoupling or as controlling the lighting, require more functions than are provided by the currently known protocols DCC & MFX. In order to easily handle this multitude of functions, TCCS uses a simple trick. Each T4T-locomotive-decoder has a second address, the so-called TCCS-address. This second address provides its speed steps as a pointer to the train set. In order to easily use this correlation via a CS-2, the display on the tachometer for the CS-2 has to be set to the maximum speed 4. About the tool symbol you will reach the suitable set window. Here an example: Your locomotive has the driving address 45. In CS-2, under protocol type DCC, define this driving address with 28 speed steps. Define an additional DCC-address.045. For this address set the tachometer to Vmax=4. Then set CV74 to value 254. Once these settings are saved, e.g. the fourth wagon can be uncoupled by setting the tachometer to 4 and then pressing the F-key (use the pulse function as symbol)! The details are of the general description in the chapter LD-x and the T4T train automation (TCCS) to infer. Programming with ROCO^ multimaus and ROCO Lokmaus 2 Depending on the used firmware version, the two previously mentioned central control units by ROCO are underlying specific limitations in the programming mode. The Lokmaus 2 only allows values between 0 and 99 and the addressing range of the multimaus is limited to 255, depending on the used firmware. For the user to be able to still program all CVs of the LD-x decoder, the programming steps have to be divided up into multiple CVs. This procedure is as follows: The to be programmed CV will be split up into 2 decimal places for its address and its value. The 4 pairs of digits, being a result of this procedure, are then entered into CV 96 - CV 99, in the correct sequence. CV Value Example: program CV 05 with the value 75 Hundreds-column: address of the to be programmed CV Ones-column and tens-column: address of the to be programmed CV Program CV96 with Program CV97 with 05 Hundreds-column: value of the to be programmed CV Ones-column and tens-column: value of the to be programmed CV Program CV98 with Program CV99 with 75 The order in which the programming takes place is important! It needs to be done in the following order: firstly CV 96, secondly CV 97, thirdly CV 98, finally CV 99. Even if the value should be 0, it needs to be programmed as well! Attention! Only after 5 seconds after the programming of CV 99, its value - consisting of CV 98 and 99 - will actually be entered into the target CV! After the procedure has been completed successfully, all CVs from CV 96 CV 99 will be overwritten with value 255. Document: SW V2.6 / 0 side 5 from 95

16 Please note that, when using the previously mentioned central control units with "TCCS", a has to be entered in CV 252. Wagon decoders WD-GWx and WD-PWxxx need to use a software version 2.2 or higher (delivery anticipated for September 202). Older decoders can be easily updated via the Decoder-Manager. Uhlenbrock IB control units Basically you can control TCCS with all Uhlenbrock products of the IB series. With a suitable update of the IB (by all other IB devices not necessary) all functions of TCCS can also be used over the enlarged function commands. These are in the chapter TCCS-addressing with extended DCCfunction addressing described. You reach the input mask for the input of the functions described in the mentioned chapter with the IB 2 about the context menu All functions and by all other IB devices with a double click on the locomotive key. Please note, that for reasons of too low power of the program track output a usage of the TCCS system is not possible with the IB 2 at this output! Please use the main track output which is unconditionally usable. LD-x and its driving addresses (DCC & TCCS) As defined in the DCC-protocol, LD-x supports the short DCC-addresses (CV between and 27; CV 29.5 = 0) as well as the extended addresses between 28 and (CV 29.5 = ). Due to the NMRA technology, programming of the extended addresses has been divided up into two CVs: CV 7 & CV 8. Most DCC programming devices automatically divide extended addresses into 2 CVs. If the programming device does not support this function, the following steps need to be taken:. select address (see example 2.59) 2. divide selected address by 256; (2.59 : 256 = 0,20...) 3. add 92 to the integer and enter this result in CV 7; ( = 202) 4. The CV 8 is the result of the following equation: 5. (driving address - (CV 7-92) * 256); ( ( ) * 256) = 3) 6. set CV 29.5 = If you change from an extended DCC-address back to a primary address, please remember to set CV 29.5 = 0 In addition, LD-x supports the speed step models: 4 / 28 / 26 speed steps as defined by the NMRA. If you use 4 speed steps, set CV 29. = 0; the other two models require entry CV 29. =. The setting in CV 29. refers to the driving address as well as the TCCS-address. A separate setting of either one is not possible! Follow absolutely, that the used central for the elective addresses the same speed step model how in LD-x opposed sends out! LD-x and its energy storage The energy for the decoder, functional components and motor is supplied via the pickup shoe of the wheel-rail-system. Due to its design, this electric connection is interference-prone as a consequence of dirt and plastic insulation with the result that loads such as lighting flicker or motors stutter come to a standstill. In the course of time, the quality of the wheel pickup shoes will decrease as a result of use; thus decreasing the performance of your model as well. Document: SW V2.6 / 0 side 6 from 95

17 The easiest way is to let the model, after a short interruption, continue its travel in the previous speed. This limits the chances of a break down. This requires bit 7 in CV 59 to be set. If bit 7 is not set, the vehicle will slowly accelerate to its old speed. The maintenance-free auxiliary energy storages LD-SC/xxx are recharged by the normal operating voltage (only in digital operating mode). In case of a contact failure, this stored energy is activated by the decoder without interruption and made available to the loads. In addition, this energy is also available to all loads within the train set - as long as they are linked with each other via TCCS! Even for longer passages with weak contacts, e.g. sets of points (turnouts) or bad track sections, a reliable connection can be guaranteed. To find the suitable energy storage for different installation situations, is able every decoder model of the LD-x series are combined with every energy storage of the LD SC/x series. We will glady answer your questions! If LD-x is connected via the conducting coupling TC-H0 to a car with wheel pickup shoes, LD-x can use the energy that the car decoder has been picking up with its wheel pickup shoe. This is done automatically and unloads the energy storage as well as the wheel pickup shoes the locomotive. Note that the software is preset to storage type LD-SC/Bx (CV 59). For best results with other storage types (e.g. LDSC/Dx),trigger the energy storage detection routine. The duration of the care depends substantially on the model of the used accumulator. Document: SW V2.6 / 0 side 7 from 95

18 You want to detect an energy storage LD-SC/x: step measure explenation The built-in energy storage model must agree with the defaults according to CV 59: release POM command: locomotive address / CV 60 / value 59 The time, a decoder should drive on, if 2 there are DCC reception problems or contact problems, need to be adjusted in CV 57 in tenth seconds. Example: The locomotive should drive on for 2.5 seconds: CV 57 = 25 release POM command: locomotive address / CV 57 / value 25 The time that the charging of the energy 3 storage shall begin needs to be determined wisely Details are on side 2 to read up. e.g. The charging shall begin after 3 seconds without constraints: CV 58 = 3 release POM command: locomotive address / CV 58 / value 3 If the following POM command is released, LD-x recognises a connected energy storage automatically. For LD-SC/Bx CV 59 = is set and for LD-SC/Dx = 3 is set. After 40 seconds the result is written in CV59. If there is a mistake, is shown in CV30.0. As soon as the track tension is not available, this time is measured in tenth seconds. If the measured time is longer than the time set in CV 57, the locomotive stops. If the model railway is switched on and many locomotives begin at the same time with the loading of the energy storages, it can come to the overload of the output stages. If track sections with standing locomotives are disconnected from power, LD-x is able to recognize this and does not act, so that the locomotive remains inactive. It is necessary that either speed step 0 has been transmitted or that the time that had been defined in CV 57 has elapsed. If a locomotive has been stopped, LD-x is automatically and imperceptibly searching for a spot on the track that offers contact. LD-x will use up to the time, as defined in CV 57, to let the locomotive drive on with minimal speed as defined in CV 2. In practice, this will only be a fraction of millimeters. The duration of the alternative voltage that the decoder gets (either from an energy storage or from the TC-H0 coupling)is metered once the DCC-telegram has been detected. If LD-x has not received a valid DCC track telegram within the time frame as defined in CV 57, the decoder triggers an emergency stop. The restart of the locomotive will perform as defined in CV 58. Bit 0 of error variable CV 30 will also equal 0, if the energy storage has practically been turned off due to CV 57 = 0. The complete initial loading process of the LD-SC/xxx module takes approx seconds, depending on the type. This will last for about 5 30 cm, depending on the motor load. Within a few seconds, the storages are constantly recharged during normal traction operations. Typcially, the storage is only used for seconds. Thus, it never unloads itself completely and remains avail- Document: SW V2.6 / 0 side 8 from 95

19 able even during several, densely following passages with little contact. Please also check CV With these variables you can adjust the behaviour of the decoders to your special needs. For a good driving behaviour of your locomotive are clean wheels more importantly than clean rails! Currently, the following energy storage options for LD-x are available: in [mm] Length Width Heiht limitations in the use LD SC / B suitable for all track systems LD SC / B suitable for all track systems LD SC / B only limited suitable for track system without extended LD SC / B009L contacts in the area of the switch frog point (e.g. Fleischmann model track system) LD-SC/DL suitable for all track systems LD-SC/DS suitable for all track systems The storages differ in the amount of energy they can store. The standard type LD-SC/B3 carries the arbitrarily chosen relation number 00 (~5 Joule of usable energy). The storage size of all other energy storages refer to this standard type. A storage with relation number 75, can provide 75% of the energy of storage LD-SC/B3. As a consequence, it will run out faster and can only be used for shorter interrupts of the traction current supply. storage type LD SC / B 33 LD SC / B3 00 LD SC / B009 6 LD SC / B009L 6 LD-SC/DL 98 LD-SC/DS 98 energy-relation number Generally speaking, all available energy storages are designed in such a way that normal interrupts within the wheel/railway track system can be bypassed without negative consequences for the performance. However, the time span of an interrupt that can be bypassed greatly depends on the power consumption of the model, the selected speed and the load the train requires. As a general rule of thumb, a locomotive with a power consumption of approx. 500mA ( a typical power consumption value of many motors) can be supplied with uninterrupted power for about 6 seconds, when running at 25% of its maximum speed (LD-SC/B3). LD-SC/B provides 30% of this time span. Normal interrupts are not continuous but rather in short intervals. Practice has shown that interrupts last no longer than 2 seconds when rails are cleaned poorly. Therefore it is usually sufficient to set CV 57 to value 20 (20 x 0,s). Document: SW V2.6 / 0 side 9 from 95

20 LD-M with LD Sc / B LD-M with LD Sc / B3 LD-L with LD-SC/DL LD-L with LD-SC/DS LD-M with LD Sc / B009 LD Sc / B009L in different positions Document: SW V2.6 / 0 side 20 from 95

21 Please note that, after the power supply of your model train has been turned on, the LD-x decoders charge their energy storage according to the settings of CV 58. This will use about the amount of electricity a starting locomotive consumes. If too many LD-x energy storages are loaded simultaneously, this will lead to an overload of the central control centre. It is helpful to untangle the starting point when decoders are charged, e.g. set CV 58 to 0 second intervals (for steam engine locomotives CV 58 = 3; for diesel locomotives CV 58 = 3 etc.). Alternatively, charging of the storages can be defined in such a way that it is event-based. To do so, enter values between 253 and 255 in CV 58. The following performance patterns can be defined: 253 = the energy storage gets loaded with the first propulsion command 0; the locomotive starts rolling immediately, i.e. the decoder does not wait until the minimal storage energy has been reached. 254 = the energy storage gets loaded with the first propulsion command 0; the locomotive starts rolling once a sufficientld-sc-energy has been reached (delay of approx seconds, depending on storage type ). 255 = the energy storage only gets activated in accordance with the requirements as defined in special function 5 of CV 20 through 205. This function enables, especially PC-controlled trains, to define via the PC-schedule when the charging process will start. Alternatively, the energy storage can also be charged via a logical function. Further details are to the chapter Logical functions of the LD-x to infer. Please note the special feature of the LD-SC/B009L. It is identical to the LD-SC/B009 but, in addition, has 2 white LEDs on the back that can be controlled via a function output. The LD-SC/B009L can be mounted underneath the roofof the driver's cab and provide the lighting of this cabine. LD-x and the speed profile Every locomotive's performance is influenced by its motor type, its transmission and the size of its wheels. The today's vehicles are laid out, as a rule, so in her final velocity, that this according to archetype with approx. 6 V Engine tension is reached. However, older vehicles usually tend to reach much higher maximum speeds than the originals. Therefore the DCC standardoffers a multitude of variables that influence the correlation between speed step and speed. The most important ones are: Document: SW V2.6 / 0 side 2 from 95

22 CV 2 minimum starting voltage CV 3 2 acceleration rate CV 4 3 deceleration rate CV 5 4 Maximum speed CV 6 5 Middle speed This value defines the slowest judder-free speed (speed step in all speed step models). This value is especially important for the uncoupling procedure. For more subtle vehicle adjustment, this value has been extended by a factor of 6. Indicates the time span in seconds that the locomotive takes to accelerate from 0 to 00 km/h. A correct calibration in accordance with CV 40, 4, 48 is mandatory. Indicates the time span in seconds that the locomotive takes to decelerate from 0 to 00 km/h. A correct calibration in accordance with CV 40, 4, 48 is mandatory. The deceleration rate also depends on the motor's inertia (centrifugal mass of the motor and the motor shaft). The speed steps are distributed to the thresholds between minimum starting tension and maximum speed. This CV is automatically set in accordance with CV 36/37, whenever a speed calibration in accordance with CV 40/4/48 is being carried out! If for more subtle control - more speed steps in the lower driving range are desired, value 0 needs to be entered. This value defines the model's speed through half of the speed step number (e.g. 4 for 28 or 63 for 26). As a result, the correlation between speed step and speed are not linear anymore. You will find a multitude of details and recommendations on all the well-known internet platforms. Please note, that LD-x energizes the vehicle motor with a constant 20V, irregardless of the supply voltage of the track. Thus, the residual speed of a vehicle that is too slow can be increased by a maximum of 5%. The CVs 3&4 define the acceleration and deceleration behaviour of the vehicle. These parameters are often considered under the keyword mass simulation. A defined mass simulation can be activated / deactivated via one of the CVs 20 et seq. A permanently preset mass simulation can be disturbing while shunting. Therefore, a predefined function F through F2 can then disable the mass simulation. Many PC control systems also demand that mass simulation is disabled. For this, either enter the value 0 in CV 3 and 4 or, alternatively, set the corresponding function. By default, F6 starts the mass simulation.. The logical consequence of the recommendations of the NMRA lead to a speed step model with 3 different tables. The linear speed step table assumes an even distribution of speed steps within the total speed range (CV 6 = 0; CV 29.4 = 0). 2 If the CV is set via main track programming (POM), the value will be transferred via function key once the mass simulation has been turned off and on! 3 If the CV is set via main track programming (POM), the value will be transferred via function key once the mass simulation has been turned off and on! 4 If the maximum speed is increased, it needs to be ensured that the vehicle reaches this increased speed. Otherwise the load controller will not work correctly anymore! 5 In general, values below 6 do not make sense! Document: SW V2.6 / 0 side 22 from 95

23 2. The 3-step speed table assumes a flat characteristic until the medium speed step so that the speed steps in the lower speed range are more dense than in the upper half. CV 6 then lies between (CV 2 divided by 6) and (CV 5 divided by 2) under the condition that CV 29.4 = In the 28-step speed table (individual speed steps) the correlation between speed step and speed can be userdefined in variables CV As a consequence, variables CV 2, 5, 6 are deactivated. In accordance with CV 67 94, the individual characteristic is activated via variable CV 29.4 =. Since the resolution of the characteristic model (8 Bit) is not precise enough for LD-x regarding the minimum starting voltage at speed step, there is a special function for CV 67. Like CV 2, CV 67 meets the minimum starting voltage and allows for a very fine tuning of the minimum speed. The value that needs to be defined in CV 67 will most likely be much bigger than the neighbouring value in CV 68. Typical values for CV 67 lie between 5 and 20 which means that the values for CV 67 are stretched out about 6 times more than the values of CV 68 et seq. CV 68 can have value for speed step 3 (with 28 speed steps) or bigger. Follow, nevertheless, also the chapter"ld-x and operating in km/h". The variables that lie between CV 67 and CV 94 should be defined in such a way that the differences between speed steps are harmonic. If 26 speed steps are used, the inbetween values are averaged since not every speed step has its own CV-value. With the help of the decoder manager various speed profiles can automatically be calculated from the given parameters. For factory settings of the values, see the following table. In order to use this characteristic, simply define CV 29.4 =. Consecutive number / speed step CV-No. Value own values Consecutive number / speed step CV-No. Value own values Document: SW V2.6 / 0 side 23 from 95

24 CV67-94 Figure 2: Possible speed step characteristic curves, considering that CV 67 is stretched out Violet: linear characteristic curve; yellow parabolic characteristic curve; linear characteristic curve taking into account the CV 6 In order to enter individual characteristics more easily, CV can automatically be determined by LD-x in accordance with the following calculation: Enter 252 for CV 67 and LD-x programs all values from CV 67 through CV 94 in accordance with default characteristics. Program CV 2 and CV 5 accordingly. Then enter 253 for CV 67 and LD-x will program all values from CV 67 through CV 94 in a linear way, i.e. with even intervals. Program CV 2 and CV 5 accordingly. Then enter 254 for CV 67 and LD-x will program all values from CV 67 through CV 94 in a parabolic way, i.e. with the progression similar to the factory-defined, individual characteristics. Program CV 2, 5 and CV 6 accordingly. Then enter 255 for CV 67 and LD-x will program all values from CV 67 through CV 94 in a parabolic way, taking the given point in CV 6 into consideration. Characteristics can only be filled in automatically when meaningful values have been defined for the given registers, i.e. the value in CV 94 needs to be at least 28 times higher than the value in CV Document: SW V2.6 / 0 side 24 from 95

25 67 divided by 6 and, if necessary, the value in CV 80 has to be 4 times higher than the value in CV 67 divided by 6. Please ensure that the characteristic line following a POM-command (programming on the main track) will be calculated AFTER the next restart of the decoder. LD-x and the dynamic simulation of mass The previously described simulation of mass has an obvious disadvantage. It does not consider the physics of a train. A locomotive always accelerates in the same way, no matter how much the train weighs or how long it is. Via TCCS the LD-x is now able to calculate the mass of a train and, in correlation to the train s mass and the capacity of the locomotive s motor, calculate the acceleration. In order to do so, the LD-x requires some data which have to be entered in the correlating CV of LD-x and WD-GWx or WD-PWxxx. The following CVs have to be adjusted: CV 28 & CV 29 define the capacity of the locomotive(s) s motor capacity. CV 32 & CV 33 define the mass of the individual vehicle Once the data of the locomotive has been entered, a one-time calculation can be started via CV 60. Upon the entry of a 3 in CV 60 the calculation process will be started. If Bit 3 in CV 73 is set to, the acceleration of the train set will then always depend on the mass of the train and the engine capacity. If Bit 3 in CV 73 is set to 0, the simulation of the mass is set to a constant value again. LD-x and load controller In order to keep a vehicle at a constant speed, LD-x offers a load controller which keeps the chosen speed at a constant level. Depending on the speed step different means are applied. LD-x uses parameters in accordance with CV We recommend that changes should be handled by experts only. If the load controller is not wanted, it can be turned off by entering CV 0 = 0. If the load controller is only wanted up to a certain value of the characteristic curve (speed step), a value greater than 0 can determine the limit until which the load controller shall work. If a value is entered that is greater than the value as defined in CV 5 (maximum speed), the load controller will always work. The standard setting for CV 0 is 255, i.e. the load controller will work in the whole speed range. In order to optimize the locomotive's starting process, a value greater than 0 (factory setting 20) can be entered in CV 65 (Kick start). The value should increased until the locomotive reaches speed step without any delay. Previously, a correct minimum speed should be defined in CV 2. Depending on the engine type it may make sense to change the parameters in CV 6 and CV 62, previously to the change of CV 2 respectively CV 65. This will influence the evenness of the motor movements as well as the development of the sound. For popular motor types the parameters of the following table may be helpful: Engine model CV 6 CV 62 Fleischmann 3-pin round engine Replacement engine for Fleischmann torque motor 80 Maxxon motor (used by some manufacturers in the factory equipment) 5 20 Faulhaber "Glockenankermotor" (coreless motor, bell shaped) 3 40 ROCO engine 5 20 Document: SW V2.6 / 0 side 25 from 95

26 We gladly accept any information concerning the best settings for other engine types! Follow please also the passage"ld-x and its energy storage" even if you use no accumulator! LD-x controls C sine engines The engine models C sine Märklin has obstructed at times show a specific feature. These engines require a special parameter setting in the CV66 (from SW V2.6R0). Because Märklin has obstructed several generations of this drive, two different modes are available. The models which need no sedate function output AUX4 (generation & 2) are controlled by the value CV66 =, models which expect an active logic level at the output AUX4 are supported by the value CV66 = 2. Also for the C sine engines the distance and the speed have to be calibrated as described! For all the other engines the value in CV66 has to be set either 0 or 255. LD-x and operating in km/h Like all digital procedures (e.g. Märklin-Motorola, Selectrix, FMZ, MFX etc.), the DCC-protocol transmits the speed via abstract speed steps. In the DCC-protocol these speed steps range from 0 through 4, 28 or 26. Unfortunately, there is no correlation between the speed and the speed step, although the load controller of the decoders generally maintains a constant speed for each speed step. Two driving situations require that LD-x knows the current speed of the locomotive in km/h. This is on the one hand the speed, which the locomotive has, if she moves away during the uncoupling process of the train and on the other hand the driven synchronous speed in a multiple unit of several vehicles. Important! During the realisation of the speed calibration the individual speed characteristic curve may not be activated, so CV29 Bit4 must be 0! Document: SW V2.6 / 0 side 26 from 95

27 You would like to calibrate the speed: step measure explenation The maximum speed forward of the locomotive is entered in km/h. In CV36 the hundreds are entered, in CV37 the tens and ones are entered. release POM command: locomotive address / CV 36 / hundreds locomotive address / CV 37 / tens and ones An example clarifies the necessary registrations. The locomotive drives forward 20km/h. The hundreds are than and the tens and ones are The maximum speed backward of the locomotive is entered in km/h. In CV38 the hundreds are entered, in CV39 the tens and ones are entered. release POM command: locomotive address / CV 38 / hundreds locomotive address / CV 39 / tens and ones 3 Measure the time, the locomotive needs with a constant speed step for m length, if possible with /0 second increments. Note that the locomotive should take 5 to max seconds for the metre long measuring section (note table at the end of this chapter). An example clarifies the necessary registrations. The locomotive drives backward 20km/h. The hundreds are than 0 and the tens and ones are 75. From the result of this measurement in combination with the enclosed speed step the locomotive decoder calculates the gearing. The stopped time is programmed in /0 4 second increments in the LD-x: release POM command: locomotive address / CV 40 / time [/0s] The used speed step is programmed in the 5 LD-x: release POM command: locomotive address / CV 4 / speed step If a time of 2.4 seconds is measured, the time to be programmed is 24. With this command LD-x calculates the gearing. According to the calculation LD-x automatically changes the CV5. This may be changed after carried out calculation again. In order to drive with several locomotives in a multitraction, it is necessary to synchronise the speeds of all vehicles. Thereby mechanical tensions are prevented in the train through too quick or too slow locomotives. In the archetype this is reached about a suitable coupling of all locomotives, in the case of steam locomotives, e.g., by whistle signals, in the case of the intercity express about bus systems. Using TCCS your models are also able to do so. Document: SW V2.6 / 0 side 27 from 95

28 Using TCCS the leading locomotive transfers her speed information to all the other vehicles in the multitraction - independent of the number of locomotives. A control unit function "multitraction" is not necessary. The maximum speed as defined in CV 5 (this value matches the EMF-voltage in /0 Volt) gets updated automatically - taking the maximum speed for running in forward mode into consideration (CV 36 /37). When the decoder is used with individual speed characteristics, the maximum speed for CV 94 can be found in CV 5. Once this one-time calibration has been completed, the decoder can be used in any arbitrary multi traction; no further adjustments to specific tractions necessary. Of course, all (locomotive-)decoders used in this traction require a one-time calibration, as described above. The maximum speed as entered in CV 36 through 39 (SW 2.2 and higher) will be considered after the speed calibrationas previously described. Finally all data of all vehicles in a train set will be considered and aligned. As a consequence the maximum speed of atrain set can only be as fast as the maximum speed of the slowest vehicle depending on the direction of travel. You need to activate this function in CV 73. km/h 2km/h 3km/h 4km/h 5km/h 6km/h 7km/h 8km/h 9km/h 20km/h 25km/h 30km/h 40km/h antetype m/s antetype 3,33m/s 3,6m/s 3,89m/s 4,7m/s 4,44m/s 4,72m/s 5,00m/s 5,28m/s 5,56m/s 6,94m/s 8,33m/s,m/s m/s :87 0,038m/s 0,042m/s 0,045m/s 0,048m/s 0,05m/s 0,054m/s 0,057m/s 0,06m/s 0,064m/s 0,080m/s 0,096m/s 0,28m/s time per m 26,s 24,s 22,4s 20,9s 9,6s 8,4s 7,4s 6,5s 5,7s 2,5s 0,4s 7,8s LD-x and its distance measuring system LD-x needs for the correct work in particular in connection with the functions TCCS Uncoupling and coupling an exact appraisal of the distance travelled. For this purpose an automatic calibration has to be done once after the installation of a decoder. Document: SW V2.6 / 0 side 28 from 95

29 You would like to calibrate the distance: step measure explenation Put the locomotive on a straight track piece with approx. -m length and lay a tape measure with the zero point at the buffer edge. release POM command: 2 locomotive address / CV 60 / value 55 If the travelled distance deviates about 3 more than.5 cm from 50 cm, the results of the calibration ride must be transmitted to the decoder: release POM command: locomotive address / CV 56 / mm-part locomotive address / CV 55 / cm-part 4 If the distance lies in the area between 48.5 and 5.5 cm, the calibration is concluded if not, please go back to point. 5 Should the calibrating fail repeatedly, the calibration needs to be reset: locomotive address / 55 / 255 Repeat the calibration. The locomotive drives independently a certain distance. Read the travelled distance at the buffer edge, e.g., 38.3 cm. The mm-part is 3mm and the cm-part is 38cm. This can become necessary if the locomotive does not finish the automatic distance ride dependently. Note, that the values in CV 45 and CV 46 are dimensionful after the calibration, that means they are values in mm after the calibration. extended use of the distance measuring system For DCC central command stations that are able to send the extended DCC-protocol according to RP 9.2. (extended functions / per DCC-address), LD-x offers an interesting function, especially for PC-controlled shunting. Generally speaking, it is difficult for PC-systems to determine the exact distance that the locomotive has covered. Even if the locomotive has been adjusted via the PC-Software, the deviation regarding the covered distance will be noticeable if there is no contact information of the locomotive's position. Especially for shunting tracks, it is uneconomical to position contact repeaters in small distances from each other. However, if the model railroader wants to position his locomotive or wagon at a certain position of a railway track, e.g. at a loading/unloading facility, the vehicle needs to be moved from the position that has been reported last by a defined distance. The commands are listed in the chapter "TCCS-addressing with extended DCC-function addressing". Document: SW V2.6 / 0 side 29 from 95

30 Should Depending on the distance, the locomotive accelerates until it has reached the maximum shunting speed (see CV 59 / chapter LD-x and operating in km/h ) and then decelerates dead on target. An Ankuppelvorgang occur during the distance journey, the locomotive brakes as famously (see 73 & side Fehler! Textmarke nicht definiert. following). If a new distance command is received during an automatic distance operation, the odometer is reset and the operation is continued with the new information. If a deviating speed step is received during a distance operation, this distance is aborted and the control is handed over to the DCC-commands. The measurement accuracy of the covered distance depends on the calibration via CV 55 and CV 56. In general, a deviation less than 3% is to be anticipated. LD- x and the stopping distance Is a model railroad layout either manually or fully automatically controlled by a PC, the so called automatic braking tracks are often used to automatically stop a locomotive in front of a red signal. LD-x supports 3 different processes, e.g., on the web page closer are explained. The necessary settings regarding the selection of the braking system in use have to be entered in CV 27. Please notice, that the analog mode has to be switched off via CV 29.2 = 0! Further detail will also be available in the instructions of the brake module in use. The procedures are supported for Lenz (ABC), Märklin (DC) and DCC-norm. Regardless of the used procedures, the braking distance must be defined in the LD-x. The distance between the desired breakpoint (flag stop) and the beginning of the operation have to be entered in CV 0 and CV 02. CV 0 and CV 02 use dm and mm! Please pay attention to the units! If the distance between the beginning of the breaking track and the breakpoint measures e.g. 85 cm, the dmpart in CV 0 is 8 and the mm-part in CV 02 is 50 mm. The distance in cm is calculated as follows: Distance [cm] = 0 x CV0 [dm] + [mm] CV02 / 0 Where necessary, deviations can be corrected by changing CV02. This setting requires the successful calibration of the distance measuring system! The braking mode is determined in CV03. With the beginning of the braking track LD-x brakes in different curve shapes: CV03 = : braking, i.e. the speed decelerates continuously and evenly until the stopping point has been reached. CV03 = 2: In the first half of the braking track, the speed is reduced in an S-curve. In the second half thespeed is reduced in linear stages until the stopping point has been reached. CV03 = 0: The speed is reduced in an S-curve. The velocities and distances in the diagramm and are exemplary. At a reduced speed respectively if a shorter distance has been defined, the shape of the curve remains identical. LD-x calculates the values proportionally. Document: SW V2.6 / 0 side 30 from 95

31 ,0 m 2,0 m 4,0 m 6,0 m 8,0 m 0,0 m 2,0 m Red: S-curve; yellow: linear braking; green: S-curve with linear outlet LD-x and the automated train (TCCS) LD-x can do far more than just drive your locomotive. Together with the automatic coupling TC- H0 and the corresponding car-decoders WD-GWx or WD-PWxxx your complete train gets automated via the DCC-protocol - with each central control centre capable of DCC. The coupling TC-H06 establishes a 2-pin, conductive connection that can be disconnected at any position of the train set. 6 The coupling for coupling pockets in accordance with NEM 362 (standard coupling pocket of all vehicle manufacturers) provides the train with the necessary voltage without the need to retrofit wheel pickup shoes to the cars. We call this system TCCS TrainCoupliung&CommunicationSystem In this way the wagon decoder gets its power via the TC-H0 and handles the supply for internal lighting. It automatically switches the rear lighting on the end wagon, ensuring flicker-free lighting and other similar features. For PC-controlled systems the IR-checkback system TRAM (SW 3and higher) calculates the train's length, identifies each single car and sums up the total length and total mass of the train. LD-x and vehicle identification (TRAM & Lissy) LD-x supports the following systems that are based on infra-red transmission: checkback systems Lissy (Uhlenbrock), train-navigation (Fleischmann) and train manager TRAM (T4T). When using the TC-H0 coupling, the transmitter for the infra red is automatically installed with the coupling and connected to the decoder. Since the coupling and with it the transmitting diode, alternatively the IRdiode for wagons without coupling, can be installed on both ends of the vehicle, the transmitter in direction of travel is always available (Lissy / train navigation) independent of the train's current 6 TC-H0 corresponds with regard to all dimensions the recommendation according to standards of European model railways 362 and is suitable for close coupling, i.e. contrived for the prototypical driving buffer in buffer. Document: SW V2.6 / 0 side 3 from 95

32 direction of travel! WD-GWx therefore has two separate outputs for the installation of two IR transmitters (already built-in the TC-H0). The first vehicle in direction of travel transmits the Lissy or train navigation telegram on both channels. As a consequence, there are 2 transmitting stations at the head of the train, thus enhancing the reliability. Each vehicle transmits the TRAM-format with the front transmitting station in direction of travel. In addition, the last vehicle transmits the TRAM-telegram via the rear transmitting station in direction of travel (train end identifier). Please note that when a new vehicle is added to the train set the transmitting station may have to change, e.g. when a new car is added at the head of the train in direction of travel. The transmitting station only gets activated once this new car has been identified (see chapter "LD-x and the T4Ttrain automation TCCS"). Note, that the IR-data needs to be transmitted permanently for the receiver to receive reliable data of the vehicles that pass the receiving station. If this data is transmitted via LD-x or WD-xxx, the locomotive's energy storage ensures that all IR-transmitters can transmit data uninterruptedly even on dirty rails. If the train set does not have an energy storage, the transmitter may shortly be disconnected on dirty rail sections so that the receiver may miss the vehicle at the crucial moment. If using Uhlenbrock or Fleischmann IR-transmitters that are connected directly to the track, it is helpful to connect these transmitters to a function output of the LD-x or WD-xxx. This enhances the energy supply of these transmitters and prevents operating problems due to contact problems of the vehicle! The fact that - thanks to the TCCS options - the locomotive-decoder LD-x automatically activates the IR-transmitting station that is located at the head of the train (considering the direction of travel) is of utmost relevance. This can either be a coupling TC-H0, that is connected to the LD-x decoder, or any arbitrary other coupling in the train set, that is connected to WD-GWx or WD-PWxxx. The decoder automatically recognizes which transmitting station has to be used. This is important for the correct halt of a vehicles e.g. before a signal. Pushed trains always transmit their IR-data (any format) from the coupling in the car at the head of the train (in direction of travel). If coupling TC-H0 is not used (e.g. at the front of a steam engine or at a last car), a very simple IR-transmitter (product: IR-diode) can be glued underneath the vehicle's floor and can be connected with the decoder (LD-x or WD-xxx). In analogy to the TC-H0-cable colours, the diode can be installed with white or yellow cables. Via the infra-red-transmitting diode (either integrated in TC-H0 or via the product IR-diode), LD-x transmits a lot of data into the IR-receivers RMS- or Lissy so that train-navigation can be integrated in the tracks. If you are using a compatible system from Uhlenbrock or Fleischmann, please adjust the desired transmission data via CV The values correspond with those of the original manufacturers. Document: SW V2.6 / 0 side 32 from 95

33 T4T's train manager TRAM will become available with SW 3. This checkback system does not only transmit data from the locomotive but also data of each individual car and of the complete train set. However, the data of the TRAM-system cannot be evaluated by the previously mentioned Uhlenbrock and Fleischmann receivers. Existing receiving systems of the previously mentioned manufacturers will however not be influenced or disturbed. The following vehicle data will be transmitted to the sensors (RMS-) that need to be installed between the crossties (current range): DCC-address of the locomotive: 6 Bit (extended or primary address) Factory serial number of the decoders for track-occupied-message and vehicle identification; 26 Bit (each decoder has a unchangeable number, thus making it unique; approx. 67 million numbers are reserved) Recognition of travelling direction; 2 Bit (no double diode in track necessary!) Speed in km/h; 9 Bit (0 5 km/h) Track conditions as a cleaning feeback; 2 Bit Train length in cm; 0 Bit (0 023 cm) special function Bit 0-3: Functional model / bit 4 5: Functional contents e.g.: Train weight in t; train type, etc. LD-x and the update-function The locomotive decoders LD-x are extended with regard to her functions constantly and are improved, in particular also the TCCS. To make these innovations accessible to all users of the decoders, the software either work-sided or about the program adaptor "decoder manager" can be transferred by the user even in the decoder. For an update, the locomotive does not need to be opened. The process lasts -2 minutes with the track update or seconds with an update about the train bus TCCS. The software can be charged about our web page. LD-x and the analog operating mode From software-version 2.0 onwards the analog operating mode of the energy storages is not used anymore. In addition, the load controller is passive, i.e. disabled. If now CV 29.2 is set to (CV 29.2 = ), the decoder functions like any analog-controlled locomotive. As a consequence, the direction of travel depends on the track's polarity and the speed depends on the the track voltage that should lie between 5 and 20 Volt DC. The decoder switches to the analog operating mode when no valid DCC-telegram has been received for 2.5 seconds. However, as soon as a valid DCC-telegram is received, the decoder immediately reverts to the DCC-operating mode - even if the locomotive is not been addressed. Document: SW V2.6 / 0 side 33 from 95

34 How to install the LD-x decoder Please follow the installation instruction of this manual, taking the interface type of your vehicle into account. If your locomotive disposes of an interface according to standards of European model railways 65 or 652 (6/8-pin plug connectors), follow the instruction Vehicles with interface in accordance with NEM 65 and 652. If your locomotive has an interface in accordance with NEM 658 (2/22-pin connector type PLUX 22;.27mm pitch), please follow the instructions Vehicles with interfaces in accordance with NEM 658 (PLUX22). If your locomotive disposes of an interface according to standards of European model railways 660 (2/22 pole plug connectors model MTC), follow the instruction Vehicles with interfaces in accordance with NEM 660 (MTC = MärklinTRIXConnector). If your locomotive disposes of no interface, follow the instruction Vehicles without interface / retrofitting older vehicles. If you would prefer us to retrofit your vehicles, please send us an support@tec4trains.de. Please note: Improper decoder installation will result in the loss of manufacturer warranty! Caution! Before you connect either the blue wire or the red wire (Vcc/positive terminal for loads, light bulbs, etc.), use an Ohm metre to check whether there is a connection between one of the wheel pickup shoes and the load. If indeed there is a connection (0 0 Ohm), neither the blue wire of the 2-pin connector nor the red wire of the 20-pin connector may be connected.! The decoder will be damaged loss of warranty! When retrofitting vehicles consisting of 2 parts the question arises how the cables of the coupling shall be routed to that part of the vehicle where the decoder is situated. Especially in steam engines it is unattractive to route 4 or more cables between tender and engine. In addition to the cables of the TC-H0, cables of the engine and other loads have to be routed. In cases like these the item Kabelsatz Dampflokomotive (cable set for steam engines) is very helpful. A special 0-pin cable with an external diameter of ca..2 mm with little plug-in connectors is part of this unit. Document: SW V2.6 / 0 side 34 from 95

35 Vehicles with interface in accordance with NEM 65 and 652 (6-pin) (8-pin) step measure explenation The 6 respectively 8-pin connector of the LD-x is plugged into the corresponding 6 respectively 8-pin socket of the locomotive. Watch out for the correct polarity of the connector! The orange cable indicates position of the connector. The crimp contacts of the front coupling 2 (white base coloured cable) have to be plugged in according to the corresponding table. The crimp contacts of the front coupling 3 (yellow base coloured cable) have to be plugged in according to the corresponding table. The output for the tail light on the driver's 4 cab end side is connected with the tail light of the locomotive. Definetely consider the contact configuration of the suitable decoder. The output for the tail light on the driver's 5 cab end side 2 is connected with the tail light of the locomotive. Definetely consider the contact configuration of the suitable decoder. After that it should be checked whether the locomotive drives correctly forward and backward. Also the white top light must correctly shine. Definetely consider the manual of TC-H0! Definetely consider the manual of TC-H0! only for models with electrically separated tail lights possible only for models with electrically separated tail lights possible 6 The cable of the outputs for the functions 2 etc. are connected to the corresponding loads. only for models with more than one function Please ensure that vehicles with an interface in accordance with NEM 65 supply their loads (e.g. lighting) from the decoder, using only one cable. The other terminal (+ terminal, Vcc.) is generally supplied via a wheel pickup shoe! Hence, is valid in particular the warning hint to side Fehler! Textmarke nicht definiert.34. Furthermore, a LD-x decoder with energy storage cannot prevent flickering of the lighting since one terminal of the load is still being supplied via the wheel-rail-connection which may have contact problems! Therefore a suitable alteration of the interface, the isolation of the load against the vehicle body and finally the connection the second terminal with the Vcc-potential of the decoder is being required. Document: SW V2.6 / 0 side 35 from 95

36 Vehicles with interfaces in accordance with NEM 658 (PLUX22) step measure explenation The 22-pin connector of the LD-PL22 is plugged into the corresponding socket of the locomotive. The installation instructions of the locomotive must be observed! Pay attention to correct polarity, i.e. the position of the coding pin of the connector! The coding pin marks the position of the connector. The crimp contacts of the front coupling 2 (white base coloured cable) have to be plugged in according to the corresponding table. The crimp contacts of the front coupling 3 (yellow base coloured cable) have to be plugged in according to the corresponding table. The output for the tail light on the driver's 4 cab end side is connected with the tail light of the locomotive. Definetely consider the contact configuration of the suitable decoder. The output for the tail light on the driver's 5 cab end side 2 is connected with the tail light of the locomotive. Definetely consider the contact configuration of the suitable decoder. According to the other functional configuration these can be set up about function 6 mapping of the decoder (67). After that it should be checked whether the locomotive drives correctly forward and backward. Also the white top light must correctly shine. Definetely consider the manual of TC-H0! Definetely consider the manual of TC-H0! only for models with electrically separated tail lights possible only for models with electrically separated tail lights possible According to state of the system board of the locomotive this wiring is guaranteed about the board. Only for models with other functions. Document: SW V2.6 / 0 side 36 from 95

37 Vehicles with interfaces in accordance with NEM 660 (MTC = MärklinTRIXConnector) step measure explenation The 22-pin connector of the LD-MTC is plugged into the corresponding socket of the locomotive. The installation instructions of the locomotive must be observed! Pay attention to correct polarity, i.e. the position of the coding pin of the connector! The coding pin marks the position of the connector. After that it should be checked whether the locomotive drives correctly forward and backward. Also the white top light must correctly shine. The crimp contacts of the front coupling 2 (white base coloured cable) have to be plugged in according to the corresponding table. The crimp contacts of the front coupling 3 (yellow base coloured cable) have to be plugged in according to the corresponding table. The output for the tail light on the driver's 4 cab end side is connected with the tail light of the locomotive. Definetely consider the contact configuration of the suitable decoder. The output for the tail light on the driver's 5 cab end side 2 is connected with the tail light of the locomotive. Definetely consider the contact configuration of the suitable decoder. According to the other functional configuration these can be set up about function 6 mapping of the decoder (67). Definetely consider the manual of TC-H0! Definetely consider the manual of TC-H0! only for models with electrically separated tail lights possible only for models with electrically separated tail lights possible According to state of the system board of the locomotive this wiring is guaranteed about the board. Only for models with other functions. The LD-MTC decoder considers the standardisation of the connector in accordance with the Standards, edition 20! Vehicles without interface / retrofitting older vehicles Please observe the caution notes on page 27! Document: SW V2.6 / 0 side 37 from 95

38 Vehicles without decoder sockets (mostly older vehicles) can also be equipped with the LD-x decoder. The operatingcharacteristics will improve drastically thanks to the energy storages. Especially the not so experienced model trainman should carefully observe the following aspects: If loads, that are controlled via decoder e.g. vehicle lighting or smoke generator, are connected with one of the wheel pickup shoes, the blue cable and red cable marked Vcc (+6V) may under no circumstances be connected with this load. In this case the connector of a function output, e.g. the white cable for the headlights on the driver's cab end, needs to be connected with only one wire. Please note that the load cannot be provided with the full power. Despite the energy storage, the decoder cannot prevent the flickering of the lighting since one terminal of the load is still being supplied via the wheel-rail-connection which may have contact problems! The connection between loads and vehicle body respectively one of the wheel pickup shoes can be verified with an Ohm meter. Vehicles without interface; DC motors It is essential to check the isolation of the vehicle body and rail connection to both connections of the DC motor. If LD-x is powered via a motor that is electrically connected to the vehicle body or track, the decoder will most likely be destroyed. Many manufacturers provide retrofit kits for their older vehicles that will isolate both motor terminals against the vehicle body or the wheel pickup shoes. Vehicles without interface; AC / AC-DC motors When a vehicle is digitized with an AC or AC-DC motor, the isolation of the motor terminals should be checked. Due to technical reasons, all-mains motors must previously be converted to a DC motor with a permanent magnet. Vehicle manufacturers provide retrofit kits for most types. Decoder interfaces of the LD-x, extensions of the standard in accordance with NEM 65x The locomotive-decoder LD-x offers a multitude of interfaces. T4T follows the recommendations of the NMRA, where provided. The contacts no. - 8 of connector (JST: SM2B-SRSS-TB) meet the configuration according to NEM 650 through NEM 652. The extensions can be seen in the following table: Document: SW V2.6 / 0 side 38 from 95

39 Configuration LD-L: N o function Colour motor / field winding forwards MOTORX.0 A Orange connector image of LD-L view at the NEM 65x connections 2 right track / mid-point conductor / catenary RADSCHR.5 A Red 3 rear lighting / yellow FNKTLH 0.5 A Yellow 4 positive terminal for lighting (+Vcc) VCC.0 A Blue 5 special function FNKTF 0.5 A Green 6 front lighting / white FNKTLV 0.5 A white 7 left track RADSCHL.5 A Black 8 motor 2 / field winding backwards MOTORY.0 A grey 9 Special function 2 FNKTF2 0.5 A white / green 0 Special function 3 FNKTF3 0.5 A Rose / green Special function 4 FNKTF4 0.5 A grey / green speed sensor input V (number of motor revolutions) RPSMOT 0.0 A Rose / blue 2-pin connector with NEM-65x interface No function rear lighting (2) / red (yellow coupling side) Abbreviation Current Abbreviation Current Colour connector image of LD-L view at the TC-H0 connections FNKTSH 0.50 A yellow / blue 2 rear train bus (2): Vers. A KBY.00 A yellow / black 3 rear train bus (2): Vers. B KBXH.00 A yellow / red 4 rear coupling (2): Ctrl. A UKHL 0.30 A yellow / grey 5 rear coupling (2): Ctrl. B UKS 0.30 A yellow / pink 6 SUSI: GND DGND 0.70 A Black 7 SUSI: (+Vcc) VCC 0.70 A Red 8 configuration reserved Res. 0.0 A Rose / black 9 configuration reserved Res. 0.0 A pink / red ones 0 configuration reserved Res. 0.0 A Rose / brown front lighting () / red (white coupling side) FNKTSV 0.0 A know / blue 2 front train bus (): Vers. A KBY.00 A white / black 3 front train bus (): Vers. B KBXV.00 A white / red 4 front coupling (): Ctrl. A UKVL 0.30 A white / grey 5 front coupling (): Ctrl. B UKS 0.30 A white / pink 6 SUSI: clock (TTL) SCL 0.0 A Blue 7 SUSI: data (TTL) SDA 0.0 A grey 8 USV: (SD) USVSD 0.0 A red / blue Document: SW V2.6 / 0 side 39 from 95

40 No function Abbreviation 9 USV: (+/Vin) UIN 0.30 A grey / blue V THE US 0.0 A Violet 20-pin connector for various additional connections and couplings Attention: the SUSI-interface is not active! Current Colour connector image of LD-L view at the TC-H0 connections Document: SW V2.6 / 0 side 40 from 95

41 Configuration LD-M: N o function Colour motor / field winding forwards MOTORX.0 A Orange Connector image of LD-M view at the NEM 65x connections 2 right track / mid-point conductor / catenary RADSCHR.5 A Red 3 rear lighting / yellow FNKTLH 0.5 A Yellow 4 positive terminal for lighting (+Vcc) VCC.0 A Blue 5 special function FNKTF 0.5 A Green 6 front lighting / white FNKTLV 0.5 A white 7 left track RADSCHL.5 A Black 8 motor 2 / field winding backwards MOTORY.0 A grey 9 Special function 2 FNKTF2 0.5 A white / green 0 front lighting () / red (white coupling side) rear lighting (2) / red (yellow coupling side) 2 speed sensor input V (number of motor revolutions) FNKTSV 0.0 A Rose / green FNKTSH 0.50 A grey / green RPSMOT 0.0 A Rose / blue pin connector with NEM-65x interface N o function Abbreviation Current Abbreviation Current Colour front train bus (): Vers. A KBY.00 A white / black Connector image of LD-M view at the TC-H0 connections 2 front train bus (): Vers. B KBXV.00 A white / red 3 front coupling (): Ctrl. A UKVL 0.30 A white / grey 4 front coupling (): Ctrl. B UKS 0.30 A white / pink 5 rear train bus (2): Vers. A KBY.00 A yellow / black 6 rear train bus (2): Vers. B KBXH.00 A yellow / red 7 rear coupling (2): Ctrl. A UKHL 0.30 A yellow / grey 8 rear coupling (2): Ctrl. B UKS 0.30 A yellow / pink USV: (SD) USVSD 0.0 A red / blue 0 USV: (+/Vin) UIN 0.30 A grey / blue 0-pin connector for energy storage connection and couplings Document: SW V2.6 / 0 side 4 from 95

42 Configuration LD-S: N o function Colour motor / field winding forwards MOTORX.0 A Orange Connector image of LD-S 2 right track / mid-point conductor / catenary RADSCHR.5 A Red 3 rear lighting / yellow FNKTLH 0.5 A Yellow 4 positive terminal for lighting (+Vcc) VCC.0 A Blue 5 special function FNKTF 0.5 A Green 6 front lighting / white FNKTLV 0.5 A white 7 left track RADSCHL.5 A Black 8 motor 2 / field winding backwards MOTORY.0 A grey front lighting () / red (white coupling side) 0 rear lighting (2) / red (yellow coupling side) FNKTSV 0.0 A Rose / green FNKTSH 0.50 A grey / green 2-pin connector with NEM-65x interface N o function Abbreviation Current Abbreviation Current Colour front train bus (): Vers. A KBY.00 A white / black Connector image of LD-S view at the TC-H0 connections 2 front train bus (): Vers. B KBXV.00 A white / red 3 front coupling (): Ctrl. A UKVL 0.30 A white / grey 4 front coupling (): Ctrl. B UKS 0.30 A white / pink 5 rear train bus (2): Vers. A KBY.00 A yellow / black 6 rear train bus (2): Vers. B KBXH.00 A yellow / red 7 rear coupling (2): Ctrl. A UKHL 0.30 A yellow / grey 8 rear coupling (2): Ctrl. B UKS 0.30 A yellow / pink USV: (SD) USVSD 0.0 A red / blue 0 USV: (+/Vin) UIN 0.30 A grey / blue 0-pin connector for energy storage connection and couplings Document: SW V2.6 / 0 side 42 from 95

43 Configuration LD-MTC: N o function Abbreviation Current T4Tname Input (currently without function) In 0.0 A Input 2 Input 2 (currently without function) In2 0.0 A Input 2 3 Special function 3 FNKTF A AUX 6 Connector image of LD- MTC view at the NEM 660 connections Special function 4 FNKTF A AUX 4 5 ZBCLK 6 ZBDTA 7 rear lighting / yellow FNKTLH 0.5 A F0r 8 front lighting / white FNKTLV 0.5 A F0f 9 LS/A 0 LS/B Index / coding pin 2 Vcc / 5 V UsMtc 0. A Vcc 3 special function FNKTF 0.05 A AUX 3 4 rear lighting (2) / red (yellow coupling side) 5 front lighting () / red (white coupling side) FNKTSH 0.50 A AUX 2 FNKTSV 0.0 A AUX 6 positive terminal for lighting (+Vcc) VCC.0 A V + 7 Special function 2 FNKTF A AUX 5 8 motor 2 / field winding backwards MOTORY.0 A Engine 2 black red Energy storage 9 motor / field winding forwards MOTORX.0 A Engine 20 Ground / Masse DGND.5 A GND 2 left track RADSCHL.5 A Rail L 22 right track / mid-point conductor / catenary RADSCHR.5 A Rail R 22/2-pin connector with NEM-660 interface Document: SW V2.6 / 0 side 43 from 95

44 N o function Abbreviation Current Colour front train bus (): Vers. A KBY.00 A white / black Connector image of LD-MTC view at the TC-H0 connections front train bus (): Vers. B KBXV.00 A white / red 3 front coupling (): Ctrl. A UKVL 0.30 A white / grey 4 front coupling (): Ctrl. B UKS 0.30 A white / pink 5 rear train bus (2): Vers. A KBY.00 A yellow / black 6 rear train bus (2): Vers. B KBXH.00 A yellow / red 7 rear coupling (2): Ctrl. A UKHL 0.30 A yellow / grey 8 rear coupling (2): Ctrl. B UKS 0.30 A yellow / pink 9 USV: (SD) USVSD 0.0 A red / blue 0 USV: (+/Vin) UIN 0.30 A grey / blue pin connector LD-MTC for energy storage and couplers Document: SW V2.6 / 0 side 44 from 95

45 Configuration LD-PL22: N o function Abbreviation Current T4Tname Input (currently without function) In 0.0 A GPIO/C 2 special function FNKTF 0.5 A AUX 3 3 GPIO/B 4 GPIO/A 5 Ground / Masse DGND.5 A GND Connector image of LD-PL22 view at the NEM 65x connections Vcc V + Cap. 7 front lighting / white FNKTLV 0.5 A F0f 8 Motor + MOTORX.0 A Motor + 9 positive terminal for lighting (+Vcc) VCC.0 A V + 0 Motor Y MOTORY.0 A Motor - Index / coding pin 2 right track / mid-point conductor / catenary RADSCHR.5 A Rail R 3 rear lighting / yellow FNKTLH 0.5 A F0r 4 left track RADSCHL.5 A Rail L 5 LS/A 6 front lighting () / red (white coupling side) FNKTSV 0.0 A AUX 7 LS/B 8 rear lighting (2) / red (yellow coupling side) FNKTSH 0.5 A AUX 2 9 Special function 2 FNKTF2 0.5 A AUX 4 20 Special function 3 FNKTF3 0.5 A AUX 5 2 Special function 4 FNKTF4 0.5 A AUX 6 22 Special function 5 (currently without function) FNKTF5 0.5 A AUX 7 2/22-pin connector with NEM-658 interface Document: SW V2.6 / 0 side 45 from 95

46 N o function Abbreviation Current Colour front train bus (): Vers. A KBY.00 A white / black Connector image of LD-PL22 view at the TC-H0 connections 2 front train bus (): Vers. B KBXV.00 A white / red 3 front coupling (): Ctrl. A UKVL 0.30 A white / grey 4 front coupling (): Ctrl. B UKS 0.30 A white / pink 5 rear train bus (2): Vers. A KBY.00 A yellow / black 6 rear train bus (2): Vers. B KBXH.00 A yellow / red 7 rear coupling (2): Ctrl. A UKHL 0.30 A yellow / grey 8 rear coupling (2): Ctrl. B UKS 0.30 A yellow / pink 9 USV: (SD) USVSD 0.0 A red / blue 0 USV: (+/Vin) UIN 0.30 A grey / blue pin connector LD-PL22 for energy storage and couplers Layout of cables in the connector housing: For all decoder types (LD-x, WG-GWx, WD-PWxxx) SH-connectors by JST are used. The connectors belong to the SH-connectors series. All cables that need to be connected are already equipped with crimp contacts (e.g. TC-H0). Depending on the decoder type the housing is already installed on the decoder since the cable has already been inserted (e.g. LD-x) or the white housings already come with the box. In case of already plugged in housings, the plug has to be removed carefully - preferably in a straight line. For decoders mantled with a laminated foil it may make sense to widen the foil with a thin object so that the connector can be removed more easily. Additional crimp-contacts can only be added to a housing that has not yet been connected! When the connector housing is pluged in again, the barbed hooks have to face the side of the board! Please ensure that the connector housing is installed in a straight, not angled fashion. Document: SW V2.6 / 0 side 46 from 95

47 Every cable that is inserted into the connector housing, needs to be inserted with the latch facing outside (type SM20B) or upwards (type SM2B & SM0B). The picture to the right shows the barbed hook of the connector housing and a contact of the coupling cable. The cable may be inserted into the connector housing with a small screw driver until it reaches the point where the crimp contact has completely disappeared in the connector housing and the cable will not disengage from the housing when it is pulled slightly! It is important to ensure that all cables are put in the correct positions as per the above table. This picture is an example for the connection prodecure itself and does not necessarily show the correct position in the relevant connector! In correct connections can lead to a destruction of the decoder or the connected modules. If a wire needs to be removed, use thin screw driver to gently lift the barb up and gently pull on the cable. Defective cable closures can be reordered as spare parts! How to connect the energy storage with the LD-x-decoder If, initially, no energy storage has been ordered, it can be backfitted later on. The energy storages LD-SC/xxx are connected with the locomotive-decoder LD-x via 4 cables. The two thin cables (red/blue & grey/blue) are plugged into the double-row connector (LD-L) or into the 0-pin connector (LD-M); the two thicker cables (red & black) are soldered onto the LD- x board. The shrinkdown plastic tubing must be cut for this purpose. The red cable is soldered onto the board from the upper side (connector end), the black cable from the bottom side. The decoders LD-S, LD-MTC and LD-PL22 have both soldering contacts on one side. The black cable has to be soldered on the outside. A powerful magnifying glass and a precision soldering iron are required! After the energy storage has been soldered in, the decoder needs to know the type of energy storage. The type can either be entered directly via CV 59 or identified by the decoder. In order to do so, the Document: SW V2.6 / 0 side 47 from 95

48 value 59 needs to be entered in variable CV 60. Once the value has been entered, the locomotive needs to remain on the track (standing still without driving!) for at least 40 seconds! Document: SW V2.6 / 0 side 48 from 95

49 How to connect the TC-H0 couplings with the LD-x-decoder The automatic couplings TC-H0, transmitting power and information, are connected with the 20-pin connector of the LD-L or the 0-pin connector (LD-M) via 4 wires. First the coupling wires need to be conducted through the NEM-362 duct. In approx. 2-4 cm distance to the duct's end the cable will be placed inside the vehicle interior and connected with LD-x. It is important to ensure that the coupling and the mechanics of the couplings move freely. All cables of couplings for vehicle end (direction of travel forward) have a white base colour; couplings of vehicle end 2 have a yellow base colour. The difference in base colours are to assist with connecting to the decoder. The coupling is symetrical. Please read the installation details in the separate coupling documentation! (Manual TC-H0) How to connect couplings from other manufacturers with the LD-x-decoder Basically the connection of a foreign coupling (e.g., telex of ROCO or Krois) is possible. Nevertheless, couplings of this kind must show a coil resistor of at least 60 ohms. If necessary a suitable resistor must be switched in series, so that the sum from coil resistor and standard resistor amount to this minimum resistor. Both coupling connections of a foreign coupling are connected with the grey and pink-coloured cables of the 0-pole plug connector of the LD-x. According to the driver's cab end side to which the coupling has been connected a logical function must be assigned suitable. This is done by the entry of a 0 in the logical CV which is assigned to the desired key (DCC function key) for the release of the uncoupling function on the front side. For the back side (e.g., tender side of a steam locomotive) the logical function is expected. As an example you can put down a 0 in the CV 25. The CV 25 releases the logical functions which are desired by the key F5. Confirm the key F5 opens in this configuration the foreign coupling on the driver's cab end side. Read also the chapter Logical functions of the LD-x. Decoder Installation Service Should you need assistance with the implementation of the decoders or any of the related units, e.g. due to lack of suitable tools, we will glady help you. For many vehicles we can offer an all-inclusive price. Please contact us. Document: SW V2.6 / 0 side 49 from 95

50 LD-x and the T4T train automation (TCCS) The decoders of the LD-x and WD-xxx familys are the central access to the extended functions of the T4T train automation. Further requirements for the use of T4T train automation are: The use of the H0-vehicle coupling TC-H0 for vehicles with coupler pockets in accordance with NEM-362 The use of the LD-x locomotive-decoders The use of the WD-xxx car-decoders The use of a DCC-compliant control centre (if in doubt, contact us) The core of TCCS is the production of a 2-pole connection via the TC-H0 coupling which can couple all LD-x and WD-xxx decoders with each other. Via this link the decoder of the locomotive (LD-x) automatically detects how manyvehicles are in a train set and in which order. 7 The decoders can also automatically determine whether the vehicles are on the driver's cab end or 2. The locomotive-decoder recognizes whether one car or multiple cars have been coupled, whether a shunting locomotive has been coupled in order to uncouple a through-coach, etc. Once the identification of the train set, i.e. after the automatic detection of how many cars and/or locomotives have been integrated into the train set and at which position, the desired car functions such as uncoupling, lighting, opening / closing doors, etc. can be activated via the DCC-control centre. The detected order within a train set remains intact even when the model train has been switched off. Should the order within this train set be changed manually or a car should be taken out of or added to this train set after e.g. derailing, the detection needs to be triggered manually. Function key F7 (depending on the CV 20 to 22 settings) has to be switched from "OFF" to "ON" once. Depending on the train's length, the identification takes about 2 to 0 seconds. During the identification, the locomotive can of course be controlled and driven as usual. The identification may only take slightly more time during certain driving situations. All T4T-train automation functions or commands are sent to the locomotive. Every locomotive is assigned a second DCC-address either as primary or as extended address (see CV 70 ff). This second DCC-address is the TCCS-address. This can be organized either automatically or manually, as shown in the following example: I. A Diesel locomotive type 28 is controlled via the DCC-extended address 28 (CV 7 = 92 & CV 8 = 28, CV29 Bit 5 = ) II. For the extended T4T-train automation functions, the Diesel locomotive receives the DCCextended address 28 (CV 70 = ). As a consequence, the control center transmits 28 or 28 speed steps for this address! If this address is entered on the control center in accordance with II), the speed step will be regarded as a car-number. Speed steps 0 through 50 are supported. If speed step is selected in the TCCSaddress for the T4T-train automation (in the example given 28), all functions that are triggered via this address (always when switching from OFF to ON ), will be interpreted as a command for the addressed car. If speed step 0 is selected, all cars will be addressed. If the locomotive has only cars coupled to it on one coupling end, the direction indicator is meaningless. If the locomotive 7 This TCCS-procedure is called train identification; the train should remain in this phase. Document: SW V2.6 / 0 side 50 from 95

51 is located in the middle of the train set, the direction of travel is interpreted in such a way that the direction of travel means traveling foward and thus that those cars are addressed which are coupled to the driver's cab end of the locomotive. Consequently, the direction of travel backwards means that the car on driver's cab end 2 (in case of steam engines: tender end / yellow coupling cable) will be addressed. The following sketch shows the addressing process in the overview: The abbreviation SS stands for speed step and indicates the train address' (TCCS address) direction of travel as shown on the control center. The letters m and n are just placeholders for further cars. If there are further locomotives in the train set (unlimited number of locomotives possible), they will be counted as a car. The count always starts with that locomotive whose train address has been entered on the control center. This means that e.g. a shunting locomotive that approaches a standing train with locomotive in order to pick up a few cars, can also control and uncouple these cars via its train address. This way a train can be extended or shortened like in real life, e.g. uncoupling of box cars as through-cars! Overview to the function key configuration: TCCS-address for speed steps -50 Before triggering the speed step select the the speed step number in such a way that it corresponds with the desired vehicle position. TCCS address of the locomotive (ex factory.004) function keys measure explenation Activate the addressed coupling pair (e.g. car 3, when set to speed step 3) An impulse releases the uncoupling process. 2 unassigned 3 unassigned 4 interior lighting The change from off to on switches on the light, the change from on to off switches off the light. 5 unassigned Document: SW V2.6 / 0 side 5 from 95

52 6 unassigned 7 unassigned 8 unassigned Overview to the function key configuration: (TCCS-address with speed step 0) function keys measure explenation unassigned 2 trigger special function in all cars 3 manual activation of train identification, e.g. after manual vehicle assembly or decoder-reset. 4 activate interior lighting in all cars 5 activate special function 3 in all cars 6 unassigned 7 unassigned 8 unassigned How to couple vehicles automatically In general, coupling of vehicles is like coupling mechanical couplings, e.g. of loop and hook couplers. TCCS offers help that is especially attractive when combined with control software. CV 73 (Bit 0) decides whether the locomotive, once coupled, stops automatically and waits for a different speed step (as opposed to the speed step before the coupling process) or whether it continues its course with the preset speed step. A 0 in this variable will decelerate the locomotive after a new car has been coupled; a will let the locomotive continue its course with the preset speed step. In a real-life coupling procedure of a train coupling to a locomotive, the coupling locomotive pushes the cars together so that, upon a restart - the locomotive moves before the load of the train takes effect. This behaviour can be imitated via CV 46. The higher the entered number, the more the locomotive will push the cars of the train together when coupling. If this effect is not wanted, enter 0 for CV 46 which will stop the locomotive right away. Document: SW V2.6 / 0 side 52 from 95

53 When using a PC-software, it is especially helpful to only allow a restart after a standstill if a newly coupled wagon has already been logically joined to the train and the identification has been sucessfully completed. It is important to wait until this process is completed or else the locomotive will not receive any uncoupling commands. If Bit 6 in CV 73 is set to, the locomotive will ignore movement commands until the identification has been completed. A 0 in Bit 6 CV 73 enables the movement right after the uncoupling process has been completed. How to uncouple vehicles automatically The automatic uncoupling procedure proceeds fully automatically once the uncoupling command has been acknowledged. If the locomotive is in standstill before the function key is pressed, the locomotive will be automatically controlled(moved and stopped) through the decoder. If the locomotive is moving while the function key is pressed, the selected speed step will be maintained. Before activating the uncouling procedure, it is important to unburden the coupling by bringing the train closer together and to activate the uncoupling procedure no sooner than 5 seconds after the coupling has taken place respectively after the last uncoupling procedure in the train set. To automatically unburden the coupling, CV 73 Bit needs to be set to. The following command sequence is sent via DCC-control centre e.g. in order to uncouple the seventh car: Uncoupling sequence for car 7 8 function keys measure explenation Set TCCS-address for T4T-train automation; in example given: Set speed step for address 28 to 7 This means that the following commands are valid for the seventh car behindthe locomotive 3 Acknowledge function key F, When changing the function status from 0 (OFF) to (ON), the command will be sent from the locomotive-decoder to the decoder in car 6 and 7. With the control devices which allow an impulse release these can be used accordingly. The couplings between the 6th and 7th car open up. Then the locomotive automatically moves away (define speed through CV 44) from the activated car until the couplings are separated. After that the locomotive comes to a halt unless its movement is manually continued. The distance that the locomotive covers automatically, is defined in CV 45. Premium models can uncouple even in low speed. For a smooth operation of the coupling mechanism it is important that the model moves smoothly during the uncoupling process. 8 Please, follow also the alternative service according to chapter The TCCS addressing with the enlarged functional addressing DCC. Document: SW V2.6 / 0 side 53 from 95

54 If the couplings jam during this procedure the value in CV 44 needs to be increased until a secure course of action can be ensured! For uncoupling procedures immediately behind the locomotive or for the last car, an additional DCC-operating address function command can be defined. Enter figures or 2 in CV 20 through CV 22. A in CV 20 means that function key F allows for uncoupling directly behind the locomotive. E.g.: A 2 in CV 202 means that function key F2 allows for uncoupling the last car in each case. The standard definition for function F of the DCC operating address is uncoupling behind the locomotive (CV 20= ); for function F2 is uncoupling of the last car (CV 202 = 2). With this setting a shunting locomotive can uncouple the train set directly behind the locomotive or behind the last car even if operating address and TCCS-address remain unchanged. Especially for PC-control programming it is important to consider the following time requirements: There is a 3 second wait between two uncoupling commands for the same train set! Uncoupling commands that are sent previous to the end of the 3 second wait, will be ignored! If a coupling is triggered, it is blocked for further commands for a duration of 5 seconds. How to illuminate vehicles automatically To every model trainman is known that the F0 key (light of the locomotive) switches on the light of the locomotive and that this locomotive light is set dependent on the direction of the traffic by the decoder A dependence on the train coupled currently does not consist. But it is different for all LD-x decoder! Because this one automatically recognize a coupled train, LD-x uses the F0-function as a train fuse lighting, consisting of a 3 point headlight and both red tail lights. Now it is important that this function refers to the whole trainset. LD-x distinguishes the following situations by means of the information gained about the TCCS: solo ride The locomotive switches on her white light in the direction of the traffic and on the opposite side the red light. All other lights in the train set are switched off. Pulling traction ride The locomotive switches on her white light in direction of the traffic and at the train end with the last carriage red. All other lights in the train set are switched off. Pushing traction ride The locomotive switches on the light in the driving trailer, provided that he stands in direction of the traffic in front, white and her own tail light red. The white light of the locomotive is not on! As well all other lights in the train set are switched off. multiple unit All locomotives which show no open end in the trainset switch off their lighting. The locomotives or carriages which stand at the end of the trainset switch on her white or red lights according to the direction of the traffic of the traction. Note, that only the F0 function of the train-leading locomotive is valid. If CV 69 Bit 0& equals, the vehicle lighting (head light and tail light) which is connected to a LD-x, WD-GWx or WD-PWxxx decoder, will be controlled with the light of the locomotive. The locomotive lighting will not be turned on on the end coupled to the train neither the headlight Document: SW V2.6 / 0 side 54 from 95

55 when pushing nor the tail light when pulling. The function-mapping for the corresponding outputs (head light and tail light) will be ignored. The controlling of a car's interior lighting will not be effected by CV 69 Bit 0&. If CV 69 Bit 0& is set to 0, each driving light can be switched on individually via the corresponding function numbers of the car-decoders. As of software-versions 202 / 2nd quarter each output that is predefind with an automatic function can also be used individually. In order to achieve this individual use, the bit referring to the selected output needs to be set to 0 in CV60. Note that it is the CV of that decoder that provides the output. The following table lists the correlations between mask and output: logical function LD-x WD-GW2, WD-GW4 & WD-GWF4 WD-PWxxx type of operation automatic manual automatic manual automatic manual rear light yellow side CV60 Bit 7 = CV60 Bit 7 = 0 CV60 Bit 7 = CV60 Bit 7 = 0 CV60 Bit 7 = CV60 Bit 7 = 0 (Output 8) (Output ) (Output ) rear light white side CV60 Bit 6 = CV60 Bit 6 = 0 CV60 Bit 6 = CV60 Bit 6 = 0 CV60 Bit 6 = CV60 Bit 6 = 0 (Output 7) (Output 2) (Output 2) head light yellow side CV60 Bit = CV60 Bit = 0 CV60 Bit = CV60 Bit = 0 CV60 Bit = CV60 Bit = 0 (Output 2) (Output 3) (Output 3) head light white side CV60 Bit 0 = CV60 Bit 0 = 0 CV60 Bit 0 = CV60 Bit 0 = 0 CV60 Bit 0 = CV60 Bit 0 = 0 (Output ) (Output 4) (Output 4) Taillights in case of a detached locomotive A train, detached from a locomotive, should not remain unsecured on the tracks. If at least one WD-PWxxx-decoder is connected with the tracks, this decoder powers the complete train set; even those decoders that are not connected with the tracks themselves. In addition, the tail lights on both ends of the train if existent - will be lit during this operation mode. Trigger car-functions Similar to the uncoupling command each decoder function output can be addressed individually. Table car function mapping needs to be observed (CV 6-68). The following example sets the function output of a WD-GW2 decoder by the function key F2 of the TCCS- address of a coupled locomotive. First the carriage is prepared unique for the fact that the output is controlled only manual, so not through the automatic of the train fuse light. After that this output is assigned to the key F2. Document: SW V2.6 / 0 side 55 from 95

56 Preperation: Control Output of a WD-GW2 manual bz F2 function keys measure explenation Output of a WD-GWx decoder is controlled by bit 7. Output 2 is controlled by bit 6. For all outputs the controlling bit must be 2 calculated according to point 3. Output : Bit 7 = 0 (no automatic function) Output 2: Bit 6 = (automatic function( all other bits are without function Calculate programming value: 3 x 2^7 + 0 x 2^6 = = 28 Couple the locomotive with the carriage to 4 be programmed and transmit the following POM sequence: locomotive address / CV 79 / value 28 locomotive address / CV 78 / value 60 locomotive address / CV 79 / value 28 5 locomotive address / CV 78 / value 62 See the allocation table between the outputs and the bits in the CV 60 to CV 68 in the appendix of the decoder manual. Switch off the automatic control of the function outputs coupled with the tail light function and switch over to manual operation. When required the conversion table in the appendix of the manual can help. First the value of the CV is programmed in the locomotive decoder, then the destination, the CV number in the WD-GWx is mentioned. The outputs which should be controlled by the function key F2 are defined over the CV 62. After this preparation the output is not used any more automatically by the light control of the locomotive. The output can be controlled now by means of F2 of the TCCS address. Operation: Switch Output of a WD-GW2 manual with F2 of the TCCS address function keys measure explenation Set TCCS-address for T4T-train automation; in example given: Set speed step for address 28 on the position, the wagon is located This can be, e.g. position This means, that the following commands are valid for the first wagon behind the locomotive Document: SW V2.6 / 0 side 56 from 95

57 3 Activate the function key F2. When changing the function status from 0 (OFF) to (ON), the command is sent from the locomotive decoder to the first wagon. With this commands you can define 8 actions for each wagon. Maximum speed of a train set The make of the vehicle determines the maximum speed. Freight waggons can run with a maximum speed from 60 up to 00 km/h whereas the range of the maximum speed of passenger waggons is much wider. The maximum speed can be set for all coupled decoders within a train set with CV36 to CV39. If several freight waggons are set to a maximum speed of 80 km/h for going forwards as well as backwards, all waggons can be coupled to one locomotive and thus programmed all at the same time, as described. To do so, successively enter the required commands, using POM (main track programming): Here is an example for a locomotive with the driving address 4: Programming order for the wagon maximum speed All vehicles, that are coupled to the locomtive, are programmed synchronous. function measure keys Programming CV 36 in the wagon decoder release POM command: locomotive address / CV 79 / value 0 Programming CV 36 in the wagon decoder 2 release POM command: lcomotive address / CV 78 / value 36 Programming CV 37 in the wagon decoder 3 release POM command: locomotive address / CV 79 / value 80 explenation In CV 36 the hundreds of the maximum speed forward are written. In CV 79 of the locomotive this value is set. With the programming of the destination CV in the wagon decoder, LD-x releases the programming process via TCCS. In CV 37 of the wagon decoder the tens and ones of the maximum speed forward are written. In CV 79 of the locomotive this value is set. Document: SW V2.6 / 0 side 57 from 95

58 Programming CV 36 in the wagon decoder 4 release POM command: locomotive address / CV 78 / value 37 Programming CV 38 in the wagon decoder 5 release POM command: locomotive address / CV 79 / value 0 Programming CV 36 in the wagon decoder 6 release POM command: Locomotive address / CV 78 / value 38 Programming CV 39 in the wagon decoder 7 release POM command: locomotive address / CV 79 / value 80 Programming CV 39 in the wagon decoder 8 release POM command: locomotive address / CV 78 / value 39 With the programming of the destination CV in the wagon decoder, LD-x releases the programming process via TCCS. In CV 38 the hundreds of the maximum speed backward are written. In CV 79 of the locomotive this value is set. With the programming of the destination CV in the wagon decoder, LD-x releases the programming process via TCCS. In CV 37 of the wagon decoder the tens and ones of the maximum speed backward are written. In CV 79 of the locomotive this value is set. With the programming of the destination CV in the wagon decoder, LD-x releases the programming process via TCCS. Attention: If there is a second locomotive in the train set, its main speed will be influenced as well! For the locomotive itself, the speed has to be entered directly in CV36 CV39. Program into the locomotive's Bit 5 of CV 73 to activate the monitoring of the speed limit, respectively programming 0 deactivates the monitoring. Programming car-cvs Depending on the type of LD-x or WD-xxx decoder which is installed in a car, the decoder can be programmed via various CVs, similar to a locomotive-decoder. Since these usually do not have a rail connection, these decoders can be programmed via the LD-x locomotive-decoder. The to be programmed wagon-decoder(s) has/ have to be coupled to a locomotive; thus establishing the TCCS-connection. All coupled wagons' CVs will be programmed sychronously. First, the value for the car decoder's CV has to be entered in the locomotive-decoder's CV 79. Then, the number (address) of the to be programmed car-decoder has to be entered in the locomotive-decoder's CV 78. As soon as the programming mode has been completed, i.e. the locomotive receives the regular track voltage, the locomotive transmits the desired CV-value to the coupled car(s). Once this procedure has been completed, the locomotive-decoder deletes the CV78 values. TCCS-addressing with extended DCC-function addressing The DCC-protocol has been officially extended in 2006 under the recommendation no. RP With this extension, decoders and control centres can exchange up to 32,767 binary states, under the condition that both units (control centre as well as decoder) have a certain technology. Especially in case of TCCS this extension is an additional interesting and user-friendly possibility to trigger the enormous amount of functions that help control a train. Therefore, LD-x supports the Document: SW V2.6 / 0 side 58 from 95

59 protocol extension. The potentially available functions correspond with those of the previous chapter. Only the handling of the DCC-control centre is different so that the user can chose himself which option he prefers. This will highly depend on the type of the used DCC control centre or PCsoftware. The functions are composed in the following way: (amount of available decimal numbers in accordance with RP 9.2.) S.FF.PP (standard format) S: represents the traction end of a train with double-ended traction FF: represents the function number in the train bus in accordance with TCCS definition PP: represents the vehicle address; 00 stands for broadcast to all vehicles in accordance with S The vehicle address in a train set with trains with one-end traction8 is unambiguous; however, for trains with double endedtraction9 the desired vehicle end (in relation to the train-leading vehicle) needs to be defined. 90 The following shall be true: For trains with one-end traction, S can be missing (0). For trains with two-end traction, S needs to be placed in front of the function number. addresses the train's half on the driver's cab end (in case of steam engines, the boiler end), 2 addresses the driver's cab end 2 (in case of steam engines, the tender end). If a broadcast-command is transmitted, S will be evaluated. If S is missing, it will first be checked whether a train set is coupled to the driver's cab end. If so, the train set will be processed regarding the function number FF and the vehicle address AA without any test whether there is also a vehicle group coupled to the other end. The functions are defined in the following way: 9 A train with one-end traction is a train set that has vehicles (car or other locomotives) only on one end of the train locomotive! 0 A train with two-end traction is a train set that has vehicles (car or other locomotives) on both ends of the train locomotive. Document: SW V2.6 / 0 side 59 from 95

60 end (S) Function (FF) Description Sample: function number entry - uncouple the addressed vehicle (one-end traction) uncouple the addressed vehicle (one-end traction) 0 uncouple the addressed vehicle only on driver's cab end 2 0 uncouple the addressed vehicle only on driver's cab end 2 2 uncouple the addressed vehicle (one-end traction), counted from the train's tail end 02 uncouple the addressed vehicle (driver'scab end ) counted from the train's tail end reserved /2 (optional) /2 (optional) /2 (optional) /2 (optional) /2 (optional) /2 (optional) /2 (optional) 07 uncouple car 7; depending on the traction on either driver's cab end or 2. In case of two-end traction, uncouple vehicle 7 on driver's cab end. 5 uncouple car 5 (depending on the traction either driver's cab end or 2). In case of two-end traction, uncouple vehicle 5 on driver's cab end. 0 5 uncouple car 5 on the driver's cab's end ; if there is no train set on the addressed end, the second end will NOT be processed! uncouple vehicle on the driver's cab's end 2(steam locomotive: tender end) 2 0 uncouple the last car; depending on the traction either on the driver's cab end or 2. In case of two end traction, uncouple the last vehicle on driver's cab end uncouple the three last cars on the driver's cab's end ; if there is no train set on the addressed end, the second end will NOT be processed switch F of the addressed vehicle 2 00 switch F in all vehicles on the driver's cab's end 2 2 switch F2 of the addressed vehicle 2 39 switch F2 in vehicle 39 on driver's cab's end x switch Fx of the addressed vehicle x 39 switch Fx in vehicle 39 on driver's cab's end or 2. In case of two-end traction, uncouple vehicle 7 on driver's cab end. 8 switch F8 of the addressed vehicle switch F9 in all vehicles on the driver's cab's end reserved 90 move the indicated distance in mm forward 90 2 move locomotive forward 2 mm 9 move the indicated distance in cm forward 9 32 move locomotive forward 2 mm 92 move the indicated distance in dm backward move locomotive backward 8 dm = 80 Document: SW V2.6 / 0 side 60 from 95

61 end (S) Function (FF) Description Sample: function number entry - 93 move the indicated distance in mm backward - 94 move the indicated distance in cm backward - 95 move the indicated distance in dm backward cm move locomotive backward 22 mm move locomotive backward 62 cm move locomotive backward 4 dm = 40 cm Document: SW V2.6 / 0 side 6 from 95

62 The functions (addresses in 3-Byte-format in accordance with RP 9.2.) from through 90 are not valid TCCS-functions and are available for general locomotive tasks, i.e. these addresses are only enhancements of the existing functions F0 through F2. Functions that trigger a pulse are generally transmitted in the "ON"-status. First of all, FF = 0 and 02 (uncouple) are concerned. The DCC-control center may repeat these functions for a maximum of only second. If LD-x receives a pulse address, the reception of this address will be blocked for second, i.e. a double excitation will not be possible during this time span. A pulse address/function does not react when the state OFF is being transmitted. The number of repetitions during the second time span is irrelevant. For a train in standstill a repetition should generally be superfluous; for a train in motion the command should be repeated several times during that second due to the wheel/rail-problem. It is recommended to repeat the command three times. Results of the train identification The extensive analysis of the LD-x locomotive-decoders regarding the structure of the train set usually is fully automatic. The results that the locomotive-decoder determines will be stored as CVs for control purposes. These results can be read out via the service-mode with any high quality DCCcontrol centre. The most important results will be stored in CV 2 through 7 and 80 through 85. CV 2/3 indicates the lowest version /revision number of all LD-x-decoders used in the train set. CV 4/5 indicates the lowest version / revision number of all WD-GWx-decoders used in the train set. CV 6/7 indicated the lowest version / revision number of all WD-PWxxx-decoders used in the train set. CV 80 indicates the number of recognized vehicles (decoders) in a train set, without counting the locomotive that is leading the train. CV 8 indicates the number of recognized vehicles (decoders) on the driver's cab end (for steam engines: boiler end). This coupling should be recognisable due to the cable's white base colour. CV 82 indicates the number of recognized vehicles (decoders) on the driver's cab end 2 (for steam engines: tender end). This coupling should be recognisable due to the cable's yellow base colour. In case of an error, CV 84 & 85 will provide a code which will help our support troubleshooting. CV 86 / CV 87 indicate the activation number of the coupling on the driver's cab end. The total activation value can be calculated with the following equation: total value = CV 86 * CV 87 CV 88 / CV 89 indicate the activation number of the coupling on the driver's cab end 2. The total activation value can be calculated with the following equation: total value = CV 88 * CV 89 For queries regarding the software version used within a train set, please note the following: Document: SW V2.6 / 0 side 62 from 95

63 no software version may have a value between 28 and 254. if one of the CV-values for the software version is set to 8 (V.0), an update for all vehicles is required by all means. if one of the software versions has the value 255, there is no decoder of this type within the train set. The query regarding the software versions of all vehicles will always be executed after an identification has taken place. It may take up to 30 seconds, depending on the priority level. The software versions will be required by T4T support in case of a technical problem. Should a vehicle have only one coupling (e.g. often the case with steam engines), individual couplings can be deactivated via CV 69.3 or Vehicles that are uncoupled at the deactivated end cannot be controlled! They are, however, supplied with energy and can also provide the train with energy. The deactivation is recommandable for TC-H0-coupling that are mounted only on one end. The identification progresses faster since one end of the train can be completely ignored! The results of the train identification can be reset with CV 60 = 80. This command resets CV Document: SW V2.6 / 0 side 63 from 95

64 LD-x and multi-traction Already very early in railway history, train sets required more than one locomotive a requirement still valid today for modern railway vehicles that not only makes sense but also adds interesting variations when playing with model trains. Here are some examples for these variations: Freight trains with 2 or more locomotives for mountainous areas Freight trains with 2 or more locomotives for bulk good trains, e.g. carrying ore and coal Push locomotives partially supporting main-line locomotives in extreme uphill areas Delivery drives of defective locomotives to remote depots Coupling of rail car trains in commuter traffic with operationally required separation at branch-off stations Coupling of high-speed trains with operationally required separation at traffic junctions Safety backup of nostalgic steam engine rides with a push diesel engine Recovering stranded locomotives In all previously mentioned operations, no matter in which era, it is necessary to electrically couple several locomotives and to jointly move them. In addition to the correct light signalling on the vehicles, balancing of the push and pull power of the vehicles, installed in the train set, is of utmost importance. Rather than transmitting speed step commands from one controller, one locomotive has to be defined as train-leading and all coupled locomotives have to be synchronised. In other words: in addition to many other functions, TCCS ensures that all motorised vehicles, installed in one train set, contribute about the same push and pull capacity to the set. Using a push locomotive and a pull locomotive also enables moving on track helixes. Even though it may seem obvious, we would like to point out that all multiple-traction vehicles jointly use the energy from the tracks and thus supply other vehicles with it as well. For TCCS, multi-traction means that the number of locomotives is arbitrary. So no matter how your train set is set up, TCCS will allow you to use it in any way you wish. The previously mentioned aspects may lead to the assumption that a multitude of complex settings are required for your decoders. However, this is not the case! In order for everything to work as desired, the vehicles simply have to be set up in the same fashion as for single-traction. Therefore: before you get into the world of multi-traction, please ensure that the measures, described in previous chapters, have been observed. Minimum decoder software requirements All vehicles, installed in such a train set including wagons with WD-GWx decoders or WD- PWxxx decoders have to use the following software versions: LD-x from V2.2 (CV 2/255 = 8 or higher) WD-GWx from V2.2 (CV 4 = 8 or higher) WD-GWF4 from V2.2 (CV 4 = 8 or higher) WD-PWxxx from V2.2 (CV 6 = 8 or higher) Should your vehicle-decoders have lower software versions, please update them via Decoder Manager. You are welcome to ask for the loan of a Decoder Manager if you don't have one. The system border of the TCCS lies currently with 50 locomotives and/or carriages per trainset! Document: SW V2.6 / 0 side 64 from 95

65 Please ensure the compatibility to the previous software versions! Train sets, consisting of various versions, do not work together! For locomotives, using a current software V2.2 or higher, compatibility with WD-PWxxx and/or WD-GWx using software versions < V2.2 can be achieved through CV 252 Bit 0. For downward compatibility, set Bit 0 = 0! Minimum requirements for the vehicle setup The maximum speed can be set for all coupled deecoders within a train set with CV36 to CV39. The details are in the chapters LD-x and operating in km/h" and "Minimum decoder software requirements described. Attention: If there is a second locomotive in the train set, its main speed will be influenced as well! Naturally only one locomotive should be coupled in the train set for this process. For the locomotive itself, the speed has to be entered directly in CV36 CV39. The function of train speed control can be activated by the value in Bit 5 of CV 73. The realisation of both potash Brie stanchions according to the chapters is importantld-x and operating in km/h"and"ld-x and its distance measuring system. Without these unique measures the multiple unit cannot function reliably. An important and attractive function for the multi-traction is the correct light signaling via train lighting. Especially for vehicles, having four independent light outputs, two each for the triangular headlights and two for the tail lights, setting the correct train safety lighting is possible via TCCS. Just set CV 60 of each locomotive to value 95. This ensures that each of the four outputs will also be set correctly in multi-traction. Details are in the chapter How to illuminate vehicles automatically described. Using multi-traction If a multi-traction has been set up, a locomotive can be defined as train-leading with function key F5 (factory setting: in multi-traction mode the addressed locomotive takes over the status of the train-leading locomotive ). If left undefined by the train conductor, an arbitrary locomotive will become train-leading. The signalling (function key F0) will however always be determined by the train-leading locomotive. Only the train-leading locomotive accepts driving commands. Please ensure under all circumstances that the train-leading locomotive is solely determining the following parameters: speed characteristic according to CV5/6 resp. CV 69 to 94 acceleration and deceleration behaviour. train fuse lighting However, the maximum speed that a train set can operate under is always determined by the weakest vehicle within the train set. If the maximum speed is exceeded by the locomotive conductor, the maximum speed of the train set will automatically be reduced to the allowed speed. It is necessary to activate this function by Bit 5 in CV 73. Document: SW V2.6 / 0 side 65 from 95

66 In a still standing train set the train-leading locomotive can be selected at any time by pressing F5. The commands for addressing the wagons and train parts correspond with the TCCS-standards. The train is operated from the locomotive that shall be addressed. This does not have to be the trainleading locomotive If you e.g. want to uncouple a group of wagons from a standing freight train with a shunting locomotive, the following steps are recommendable: Uncoupling of 2 wagons with a shunting locomotive step measure 2 3 Firstly, couple the shunting locomotive to the train. Uncouple by using the TCCSadddress of the shunting locomotive in the known fashion: eaddr. 004,speed step 3, release F key The shunting locomotive takes 2 wagons of the train along explenation Because the shunting locomotive was driven at last, it automatically takes over the rank of the train-leading locomotive. Alternatively the command is able according to the chapter TCCS-addressing with extended DCC-function addressing are explained. As always, the retraction from the train set takes place automatically. When there are other locomotives in that part of train set that shall be uncoupled, the train-leading locomotive automatically takes along those locomotives that also have to move. After uncoupling, the uncoupled train part is handled like a newly assembled train set, i.e. its behaviour is like that of a single traction or a multi-traction, depending on the type of the vehicles. At the end of this chapter, we would like to point out that multi-traction should only be conducted with the due diligence! Even in real-life e.g. moving over sets of points is only allowed with the maximum speed! Document: SW V2.6 / 0 side 66 from 95

67 Function outputs of the LD-x; function mapping and dimming LD-x offers dependent on the decoder type a total of 5 to 8 function outputs for various locomotive-functions. You take the allocation of the outputs to the contacts of the plug connectors please from the tables to the wiring list (side 39 following). Funktion (Kabelfarbe) Funktionmapping gemäß NMRA-Empfehlung "Name des Ausgangs gemäß T4T": "Ausgangsnummer gemäß NMRA" Wert DEZ HEX FL (f): CV33 d Bit7 Bit6 Bit5 Bit4 Bit3 Bit2 Bit d Bit0 29 0x8 FL (r): CV34 Bit7 d d Bit0 66 0x42 F: CV35 Bit7 Bit0 0 0x00 F2: CV36 Bit7 Bit0 0 0x00 F3: CV37 Bit5 Bit4 Bit3 Bit2 Bit Bit0 0 0x00 F4: CV38 Bit5 Bit0 0 0x00 F5: CV39 Bit5 Bit0 0 0x00 F6: CV40 Bit5 Bit0 0 0x00 F7: CV4 Bit Bit0 0 0x00 F8: CV42 Bit Bit0 d = default (Werkseinstellung) 0 0x00 F9: CV43 Bit7 Bit6 Bit5 Bit4 Bit3 d Bit2 Bit Bit0 4 0x04 F0: CV44 Bit7 Bit6 Bit5 Bit4 d Bit3 Bit2 Bit Bit0 8 0x08 F: CV45 Bit7 Bit6 Bit5 d Bit4 Bit3 Bit2 Bit Bit0 6 0x0 F2: CV46 Bit7 Bit6 d Bit5 Bit4 Bit3 Bit2 Bit Bit0 32 0x20 Dimmstufe CV56 CV55 CV54 CV53 CV52 CV5 CV50 CV49 5 0x0F Belegung FNKTSH: 8 (gelb/blau) Schlusslicht hinten (FS 2) FNKTSV: 7 (weiß/blau) Schlusslicht vorne (FS ) FNKT4: 6 (grau/grün) FNKT3: 5 (rosa/grün) FNKT2: 4 (weiß/grün) FNKT: 3 (grün) FNKTLH: 2 (gelb) Spitzenlicht hinten (FS 2) FNKTLV: (weiß) Spitzenlicht vorne (FS ) function mapping according to NMRA recommendation The table meets the recommendations of the NMRA and can be interpreted as follows: The row function (violet) contains the name of the function outputs on the LD-x. In accordance with NMRA-recommendations, the output number is separated with a colon. The column function (green) corresponds with the function which shall be triggered at the control centre. The abbreviations FL (f) & FL (r) represent the outputs of the front and rear headlights. Inside the table the outputs are listed that can be reached with the corresponding CV-variables. The pre-defined functions (factory setting) are marked with d (default). Please note, that the function outputs 7 & 8 are pre-allocated for a separate control of the vehicle taillights. Thus, function output 7 can be connected with the vehicle's red taillight on the driver's cab end, function output 8 (yellow/blue cable) with the vehicle's red taillight on the driver's cab end 2. You want to control the lighting of the engine room window of an electric locomotive (E0) with the function F9. You have connected the lighting of the engine room to function output F (FNKT: 3). Document: SW V2.6 / 0 side 67 from 95

68 Control function output with F9 step measure 2 3 The function mapping table assigns the CV 43 to the function F9. Moreover the table shows, that the output FNKT: 3 is set on the position bit 2. explenation A CV which determines the outputs with this is assigned to every function key of the set writing desk Key should be switched. The allocation between bits and decimal numbers are of the conversion table Binary table: to infer. The value 4 is entered in CV 43. It is possible, that several outputs are assigned to one key. Also a CV which determines the brightness of connected luminous means, is assigned to every output. This are the CV 49 to 56. For each output, the brightness value can be gradually (i.e. linear) adjusted between 0 (load is OFF) and 28. Set the brightness of the output (FNKT : 3) on the tenth step. step measure By means of POM command set the CV 5 on the value 0: release POM command: locomotive address / 5 / 0 explenation As soon as the output is switched off and on again, the new output control is valid. Document: SW V2.6 / 0 side 68 from 95

69 Logical functions of the LD-x The decoders of the LD-x-series evaluate the transmitted function commands F0 to F28 that have been transmitted via the DCC protocol and control outputs or logical functions, depending on the specific function. The most important output surely is a locomotive s light function. When activating function key F0, the 4 light outputs of the LD-x will be activated, depending on the driving situation headlight on / off and taillight on / off. Not only due to the TCCS there are some functions that do not require the activation of an output but the action of a decoder. These functions are called logical functions. A logical function can be activated through any of the functions F F28. In the CV-area of a decoder, each possible DCC-function key is assigned to a specific CV. The following indicates the correlation between DCC-function and CV: key F F2 F3 F4 F5 F6 F7 F8 F9 F0 F F2 F3 F4 CV key F5 F6 F7 F8 F9 F20 F2 F22 F23 F24 F25 F26 F27 F28 CV Currently, the following logical functions are taken: No. of the logical function description of the function which the locomotive's decoder executes factory setting 0 no action triggered. F9 - F28 switching from OFF to ON (impulse function): uncouple of the first car behind the locomotive correlating with last direction of travel. 2 switching from OFF to ON (impulse function): uncouple of the last car behind the locomotive correlating with last direction of travel. 3 0 = CV 3 & 4 will be considered = CV 3 & 4 will be ignored 4 0 = load controller is passive = load controller is active 5 switching from OFF to ON (impulse function): 0 = no action = start charging the energy storages 6 switching from OFF to ON (impulse function): 0 = no action = start identification of the train set manually 7 switching from OFF to ON (impulse function): Reset error variable CV 30 as well as bit 7 of variables 49 to 56 for all vehicles (decoders) that are coupled to the locomotive and restart the train bus. 0 switching from OFF to ON (impulse function): Activation of a 3rd party coupling (front) switching from OFF to ON (impulse function): Activation of a 3rd party coupling (rear) 2 Turn shunting light ON (the white head light is turned ON on both ends). F3 3 The interior lighting of the train set is turned ON. F4 4 switching from OFF to ON (impulse function): F5 F F2 F6 - - F7 F8 - - Document: SW V2.6 / 0 side 69 from 95

70 Assignment of a locomotive to be the train leading locomotive in an existing multi traction train set Control the interior lighting of passenger carriages via function F4 step measure By means of POM command set the CV 5 on the value 0: release POM command: locomotive address / CV 204 / Wert 3 explenation Turning on of the key F4 switches on the lights in all suitable parameterized strip lights (or WD GWx decoders). Document: SW V2.6 / 0 side 70 from 95

71 LD-x as car decoder Due to the functions of the T4T-train automation TCCS, LD-x can also be used as a car-decoder, e.g. in a control car. If only 4 outputs are used, one WD-GW4 is sufficient. Attention: Do NOT connect the energy storage LD-SC/xxx, if the LD-x is used as car decoder! In addition, CV 57 has to be set to 0! Via the wheel pickup shoe of a control car, DCC-telegrams can be received and then be transmitted to a locomotive via the train bus (SW 3 and higher). In addition, energy can be picked up via the wheel pickup shoe and then be supplied to the train set as a whole. Last-named ís also possible with a WD-PWxxx. If a carriage is equipped now with LD-x as a carriage decoder, the following "functionmapping" table is valid aberrantly to the table on side 67. Funktion (Kabelfarbe) FNKTSH: 8 (gelb/blau) FNKTSV: 7 (weiß/blau) Funktionmapping für LD-L als Waggon-Decoder "Name des Ausgangs gemäß T4T" FNKT4: 6 (grau/grün) FNKT3: 5 (rosa/grün) FNKT2: 4 (weiß/grün) FNKT: 3 (grün) FNKTLH: 2 (gelb) FNKTLV: (weiß) Wert DEZ HEX F0: CV60 Bit7 Bit6 Bit5 Bit4 Bit3 Bit2 Bit Bit0 0 0x00 F: CV6 Bit7 Bit6 Bit5 Bit4 Bit3 Bit2 Bit Bit0 0 0x00 F2: CV62 Bit7 Bit6 d Bit5 d Bit4 Bit3 Bit2 Bit Bit0 48 0x30 F3: CV63 Bit7 Bit6 Bit5 Bit4 Bit3 d Bit2 Bit Bit0 4 0x04 F4: CV64 Bit7 Bit6 Bit5 Bit4 Bit3 Bit2 Bit Bit0 0 0x00 F5: CV65 Bit7 Bit6 Bit5 Bit4 d Bit3 Bit2 Bit Bit0 8 0x08 F6: CV66 d Bit7 Bit6 Bit5 Bit4 Bit3 Bit2 Bit Bit0 28 0x80 F7: CV67 Bit7 d Bit6 Bit5 Bit4 Bit3 Bit2 Bit Bit0 64 0x40 F8: CV68 Bit7 Bit6 Bit5 Bit4 Bit3 Bit2 d Bit Bit0 2 0x02 Funktion (Kabelfarbe) FNKTSH: 8 (grau/grün) FNKTSV: 7 (rosa/grün) Funktionmapping für LD-M als Waggon-Decoder "Name des Ausgangs gemäß T4T" FNKT4: - FNKT3: - FNKT2: 4 FNKT: 3 nicht belegt nicht belegt (weiß/grün) (grün) FNKTLH: 2 (gelb) FNKTLV: (weiß) Wert DEZ HEX F0: CV60 Bit7 Bit6 Bit5 Bit4 Bit3 Bit2 Bit Bit0 0 0x00 F: CV6 Bit7 Bit6 Bit5 Bit4 Bit3 Bit2 Bit Bit0 0 0x00 F2: CV62 Bit7 Bit6 Bit5 Bit4 Bit3 Bit2 Bit Bit0 48 0x30 F3: CV63 Bit7 Bit6 Bit5 Bit4 Bit3 d Bit2 Bit Bit0 4 0x04 F4: CV64 Bit7 Bit6 Bit5 Bit4 Bit3 Bit2 Bit Bit0 0 0x00 F5: CV65 Bit7 Bit6 Bit5 Bit4 d Bit3 Bit2 Bit Bit0 8 0x08 F6: CV66 d Bit7 Bit6 Bit5 Bit4 Bit3 Bit2 Bit Bit0 28 0x80 F7: CV67 Bit7 d Bit6 Bit5 Bit4 Bit3 Bit2 Bit Bit0 64 0x40 F8: CV68 Bit7 Bit6 Bit5 Bit4 Bit3 Bit2 d Bit Bit0 2 0x02 How on side 58 explains the power or brightness of every function output can be regulated in 28 layers (see CV49 following). The outputs' dimming step which has been set via these variables is valid for the corresponding output - irregardless of whether the decoder is being used as a locomotive-decoder or a car-decoder. In case of an overload situation on one of the outputs through 8, the value 28 will be added to the dimming value in the corresponding CV 49 through 56! The output will be deactivated. If, in the corresponding CV, the original dimming value will be re-entered (error value minus 28) and the overload situation has been cleared, the output will be operational again. Document: SW V2.6 / 0 side 7 from 95

72 Outputs with special functions Four function outputs play a special role when LD-x is being used as a car-decoder. These are the outputs for the two taillights (front and rear) and the outputs for the headlights. If CV 69 Bit 0 & = is set in a locomotive-decoder, the previously mentioned outputs will automatically be controlled depending on the driving situation. Headlight and taillight of the locomotive will not be turned on at the end coupled to the train. A car's taillights will be controlled by the direction in which the locomotive is moving as long as the lighting of a locomotive has been turned on via F0-function. The same applies for the headlights of a control car. Of course, taillights that are not located at the train's tail end will not be turned on. Due to this function, a taillight can be installed on both sides in any carriage (see corresponding T4T product "taillight" for retrofitting). If automatic lighting is not desired, it can be turned off through CV 69 Bit 0/ = 0. LD-... Output number Cable colour Function as car-decoder Function as locomotive-decoder L, M, white headlights control car front headlights PAGE (white coupling side) L, M, 2 Yellow headlights control car rear headlights PAGE (yellow coupling side) L, M 3 Green interior lighting L, M 4 Knows green L 5 Rose green L 6 Grey green L, M, 7 Knows blue front taillight FS front taillight FS PAGE (white coupling side) L, M, PAGE 8 Yellow blue rear taillight FS 2 (yellow coupling side) rear taillight FS 2 Document: SW V2.6 / 0 side 72 from 95

73 Necessary settings for LD-x as a car decoder step measure 2 By means of POM command set the CV 60 on the value 95: release POM command: locomotive address / CV 60 / value 95 By means of POM command set the CV 64 on the value 4: release POM command: Locomotive address / CV 64 / value 4 explenation With this command the outputs for headlights and tail light are set on automated operation. It is also possible to adjust less outputs for the automated operation (see bit configuration of the CV 60). With this measure the quality "interior lighting" is assigned to output 3. This means that the command F4 switches this output. Document: SW V2.6 / 0 side 73 from 95

74 LD-x update-programming Every T4T decoder can receive an update via TCCS. Functional enlargements as well as mistake settlements are reached by an update. The data is transmitted via TC-H0 coupling. The update requires seconds. During the update procedure, the vehicle should be taken off the track. Vehicles with energy storage should be taken off the track for about 0 minutes prior to the update. The following diagram shows the necessary components required: Some PC-USB-ports may not supply enough power during update procedures. In this case use a transformer of 2 - max. 8 VAC instead. For a more detailed description of the update procedures, read the decoder manager manual. Thanks to the update-function our customers can participate in enhancing the products. Please let us know which functions are useful to you. If there is a broader interest in these enhancements, we will provide them as updates. Document: SW V2.6 / 0 side 74 from 95

75 Caution notes Some vehicles have non-insulated metal frames and are electrically connected to the rails. However, the vehicle coupling TC-H0 must under no circumstances touch the metal vehicle frame! Otherwise the decoder will get damaged! The LD-x decoder has several electronic outputs. It is important that, besides the intended use of the connectors, unused cables DO NOT touch the electronically conducting vehicle parts. Otherwise the decoder will get damaged! TCCS defines the T4T train bus system which describes the communication between T4T-decoders. Although all T4T decoder of the LD-x series are fully compatible with the DCC-standard, TCCS cannot be combined with decoders from other manufacturers within one train set. Due to technical reasons, the TC-H0 coupling cannot be controlled by 3rd party decoders! Components, such as decoders, couplings and other parts, that have been damaged due to the use of 3rd party decoders, cannot be repaired under warranty! The use of 3rd party decoders is regarded as improper use. Document: SW V2.6 / 0 side 75 from 95

76 If LD-x does not work Each decoder has been thoroughly tested before its shipment. LD-x has an extensive selfprotection mechanism which causes the partial or complete shutdown of the decoder. The following CVs should be checked accordingly: CV 30: The value this CV must be immediately 0 (see also CV table in the appendix) CV 49 56: The value of these variables must be smaller or immediately 28 The CV 30 can be erased when set to 0. The decoder is now ready for use. CV 49 through 56: subtract 28 from the read-out value. This result will become the new value for programming the corresponding CV. Bit 7 can be deleted with programming devices that allow writing CVs bit-by-bit. CV 30 indicates the likely error in binary code. A indicates the error status. Read out the decimal value of CV 30 with your control centre (see manual of the control centre's "programming mode"). Ensure that the control centre displays the value in decimal code. The conversion table displays the corresponding binary code. The bit furthest to the right indicates the status of the energy storages, followed by the states of excess temperature, over-current of the function outputs, overcurrent of the motor's connection, over-current of the train bus, excess voltage of the track supply. You can improve the situation with the following: No energy storage connected (CV30.0): Is there an energy storage? -> an energy storage can be retrofitted Enter value 59 for CV 60. After standing on the track for a minimum of 40 seconds, the energy storage will be checked automatically. Then check CV 59 and CV 30.0! Excess temperature of the decoders (CV30.): Is the connected motor too big? -> install a decoder with stronger motor Is there too much load? -> dim the light bulbs and/or do not turn on all loads at the same time. Are there too many cars with their own loads? Dim or turn off loads. Let the decoder cool off (5-0 minutes) and then delete CV 30 (set to 0). Over-current of the function outputs (CV30.2): Which output has a problem? (see CV 49 - CV 56)? Check loads for short circuit. Use LED instead of old-fashioned light bulbs. Over-current of the motor's connection (CV30.3): Is the motor 2-pin insulated - especially for models without standard interface? Order the retrofit kit for the model from the manufacturer. Is the motor with its power consumption suitable for the decoder? May require the installation of a decoder with higher output power. Over-current of the train bus (CV30.4): Document: SW V2.6 / 0 side 76 from 95

77 Are there too many car with their own loads? Turn all car loads off. Have too many carriages be uncoupled? Reduce number of carriages and check whether a defective car has been connected. Excess voltage of the track supply (CV30.5): Is the track supplied with more than 24 V? In case of a control centres with external transformer check whether the output voltage of the transformer is less than or equal to 7 VAC. If you have an appropriate metre, you can check whether the DC voltage signal on the track is lower than 24 VDC (DC voltage). Note: this value CANNOT be measured with a common multimeter! Over-current in the front coupling control / white base coloured cable (CV 30.6): Does the cable between coupling and decoder output have a defective isolation? - Especially the white/pink or white/grey cable? Is the coupling TC-H0 defective? Over-current in the rear coupling control / yellow base coloured cable (CV 30.7): Do the cables between coupling and decoder output have an isolation defect; especially the yellow/pink or yellow/grey cable? Is the coupling TC-H0 defective? In case of any questions concerning your products, please contact us: Per Post: Swistec GmbH Abteilung T4T-Support Graue Burg Str D Bornheim Per info@tec4trains.de Per Telefon: / (Die Öffnungszeiten des Service-Telefons entnehmen Sie bitte der WEB-Seite Document: SW V2.6 / 0 side 77 from 95

78 Attachment Block diagrams of the LD-x decoders The following chapter of the manual contains drawings of the connectors of the LD-x decoders for the types:nem-65, 652, 658, 660 and DC motors without interface connector. If in doubt, please always consult the manuals of the respective models! Illustration : LD-L with standards of European model railways 65 interfaces (6 contacts) Illustration 2: LD-L with standards of European model railways 652 interfaces (8 contacts) Document: SW V2.6 / 0 side 78 from 95

79 Illustration 3: LD-L for models without interface (DC engines) Illustration 4: LD-M with standards of European model railways 65 interfaces (6 contacts) Document: SW V2.6 / 0 side 79 from 95

80 Illustration 5: LD-M with standards of European model railways 652 interfaces (8 contacts) Illustration 6: LD-M for models without interface (DC engines) Document: SW V2.6 / 0 side 80 from 95

81 Illustration 7: LD-S with standards of European model railways 65 interfaces (6 contacts) Illustration 8: LD-S with standards of European model railways 652 interfaces (8 contacts) Document: SW V2.6 / 0 side 8 from 95

82 Illustration 9: LD-S for models without interface (DC engines) Document: SW V2.6 / 0 side 82 from 95

83 Conversion table hexadecimal / decimal / binary Hexadecimal table: Document: SW V2.6 / 0 side 83 from 95

84 Binary table: In case of binary code, the lowest value bit is located on the right (comparable with the decimal system); dec = 0 also means bin = 0 Document: SW V2.6 / 0 side 84 from 95

85 Overview of CV-variable Within the DCC-protocol, many decoder features can be adapted to specific situations. The columns CV & Bit hold the addresses of the CV-variables and maybe the corresponding bit in accordance with the DCC-configuration. If you are interested in further details on the DCCprotocol, please use the following links: (various languages) or (English only). Column valid range lists the valid ranges for all variables. Becomes in the CV variable written, a Decoder-Reset is triggered. All CVs will be reset to their reset-values or the manufacturer's default values. If CV 60 contains a value 0, the locomotive will have to stand on the track for a minimum of 5 seconds in order to execute the corresponding command. For variables that are written bit-by-bit, the counting convention used for the control centre needs to be considered. Some manufacturers rather prefer the low-value bit, as opposed to the standard bit 0 used in information technology. T4T always uses 0 as low-value bit address. All values are decimals. The column SW tells you as of which version (see CV 255) this function has been or will be implemented. CV-variable of the LD-x decoder (CV-programming): CV Bit Description Valid Range factory setting SW Page Reset CV60 = 200 primary locomotive address minimum starting voltage acceleration rate deceleration rate maximum speed; please check CV 36/37! value (CV 2)up to speed at medium speed step decoder type : = LD-L 2: = LD-M 3: = LD-S 4: = LD-MTC 5: = LD-PL22 6: = WD-GW0 7: = WD-GW2 8: = WD-GW4 9: = WD-GWF4 24: = WD-PWxxx read only - 8 NMRA-manufacturer code for T4T, technology for trains read only 20 0 speed limit for load controller Decoder Lock; that needs to be programmed in next programming cycle Decoder Lock; type of built-in decoder, e.g. for motor decoder, for sound decoder and so on 7 extended locomotive address; upper part Extended locomotive address; lower part: driver's console address = (CV7-92)*256 + CV8; address area for extended addresses: 28 0, ABC Brake processes by Lenz / asymmetric track tension detect: right track side (red input cable) is positive compared with the left side (black cable). 0 = no action = locomotive decelerates ABC Brake processes by Lenz / asymmetric track tension detect: left track side (black input cable) is positive compared with the right side (red cable). 0 = no action = locomotive decelerates 0 30 Document: SW V2.6 / 0 side 85 from 95

86 CV Bit Description Valid Range factory setting SW Page Reset CV60 = Use DCC braking distance according to DCC Broadcast: 0 = Ignore DCC Broadcast (address 0) = Interpret DCC Broadcast (address 0) 4 Brake processes by Märklin / detect rectified track tension: left track side (black input cable) is positive compared with the right side (red cable). 0 = no action = locomotive decelerates 5 Brake processes by Märklin / detect rectified track tension: left track side (black input cable) is positive compared with the right side (red cable). 0 = no action = locomotive decelerates 29 0 polarity of the motors; value causes a terminal change of the 0/ 0 motor, i.e. the locomotive moves in opposite direction of travel 0 = use of 4/27 speed steps 0/ 6 = use of 28/28 speed steps 2 0 = the decoder only operates in digital operating mode 0/ 0 33 = the decoder operates in analog as well as in digital operating mode 4 0 = speed characteristic in accordance with factory setting 0/ 0 23 : = speed characteristic curve according to CV = use primary locomotive address in accordance with CV 0/2 0 6 = use extended locomotive address in accordance with CV7/ : no energy storage detected 0/ 0 86 : excess temperature in decoder 0/ 0 2 : over-current of the function outputs 0/ 0 3 : over-current of the motor connections 0/ 0 4 : over-current of the coupling bus / the car supply 0/ 0 5 : over-voltage rail connection (U > 24VDC) 0/ : over-current in front coupling control (white base coloured cable) 0/ : overload in rear coupling control (yellow base coloured cable) 0/ Functionmapping FL (f): Outputs = 67 factory setting Outputs & 8 switch IN Functionmapping FL (r): Outputs = 67 factory setting Outputs 2 & 7 switch Functionmapping F: Outputs = 67 factory setting do no activate output 000,0 0, Functionmapping F2: Outputs = 67 factory setting do no activate output 000,0 0, Functionmapping F3: Outputs = 67 factory setting Output 3 switch 0 0, Functionmapping F4: Outputs = 67 factory setting Output 4 switch 0 0, Functionmapping F5: Outputs = 67 factory setting Output 5 switch 0 0, Functionmapping F6: Outputs = 67 factory setting Output 6 switch 0 0, / Functionmapping F7: Outputs 7-8 0/ 0 = 67 factory setting do no activate output / Functionmapping F8: Outputs 7 8 0/ 0 = 67 factory setting do no activate output Functionmapping F9: Outputs = factory setting Output switch Functionmapping F0: Outputs = factory setting Output 2 switch Functionmapping F: Outputs = factory setting Output 3 switch 000, 0, Functionmapping F2: Outputs = factory setting Output 4 switch 00,0 0, Dimming value for function output FNKTLV () : = over current on function output LV 0/ Dimming value for function output FNKTLH (2) : = over current on function output LH 0/ Dimming value for function output FNKT (3) : = over current on function output FNKT 0/ Document: SW V2.6 / 0 side 86 from 95

87 CV Bit Description Valid Range factory setting SW Page Reset CV60 = Dimming value for function output FNKT2 (4) : = over current on function output FNKT2 0/ Dimming value for function output FNKT3 (5) : = over current on function output FNKT3 0/ Dimming value for function output FNKT4 (6) : = over current on function output FNKT4 0/ Dimming value for function output FNKTSV (7) : = over current on function output FNKTSV 0/ Dimming value for function output FNKTSH (8) : = over current on function output FNKTSH 0/ 57 maximum ON-time of the alternative voltage in case of interrupted contact in wheel-rail-connection("uninterruptable power supply" /"Dreckegal"-function) 0 = do no generate alternative voltage (LD-SC OFF) = maximum ON-time in steps of 0. seconds = loading delay of the LD-SC in seconds after the decoder has been started; the locomotive starts rolling immediately 253 = energy storage is being loaded with the first propulsion command 0; the locomotive starts rolling immediately 254 = energy storage is being loaded with the first propulsion command 0; the locomotive starts rolling only after a sufficient LD-SC-voltage has been reached (0-20 seconds) 255 = loading not automatically started, alternatively, possible via function command (CV 20 ff.) energy storage type (see also CV 60): 0 = no energy storage := LD-SC/Bx (B009, B009L, B, B3) 3 := LD-SC/Dx (DL, DS) Driving behaviour in case of short current interruptions 0: = The locomotives slowly starts according to mass simulation : = The locomotive spontaneously starts with the at last driven speed 60 3 := calculating CV 3's power-to-weight ratio based on the engine s capacity and the locomotive s weight 33 := resetting CV33 up to CV46 according to the factory setting 59 = identify LD-SC- type 80 = reset train identification results (CV 80 - CV 85) 200 = trigger decoder reset: Attention! Nearly all personal settings will be reset to the factory settings! 20 := reset the logic functions back to the factory settings (CV20 up to CV 22) proportional action coefficient for motor load control integral action coefficient for motor load control differential coefficient for motor load control pulse start for starting a locomotive Activate C sine engines: := common DC engine = C sine engine without AUX4 support 2 = C sine engine with AUX4 support 67 First value of the individual speed characteristic. Corresponds to 2 23 CV 2 of the standard characteristics and is therefore weighted with factor 6! Values for generating an individual speed characteristic. The entered values (28 in total) will be evenly distributed over the given speed steps. 96 Hundreds-column of the target CV; address Ones-column and tens-column of the target CV; address Hundreds-column of the target CV; value Ones-column and tens-column of the target CV; value Distance in which the locomotive stops; in dm Distance in which the locomotive stops; in mm Document: SW V2.6 / 0 side 87 from 95

88 CV Bit Description Valid Range factory setting SW Page Reset CV60 = CV03 = 0: S-curve as braking distance R2 30 CV03 = : linear braking CV03 = 2: combined S-curve with linear end 05 arbitrary decoder-id according to user demand arbitrary decoder-id according to user demand the lowest software version CV 255 of all LD-x decoders newly read only 64 identified in the train set 3 the lowest software revision CV 253 of all LD-x decoders read only newly identified in the train set 4 the lowest software version CV 255 of all WD-GWx decoders read only newly identified in the train set 5 the lowest software revision CV 253 of all WD-GWx decoders newly identified in the train set read only 6 the lowest software version CV 255 of all WD-PWxxx decoders read only newly identified in the train set 7 the lowest software revision CV 253 of all WD-PWxxx decoders read only newly identified in the train set 26 median track voltage of the last identification read only maximum track voltage of the last identification read only machine capacity in kw; upper value machine capacity in kw; lower value machine deceleration performance in kw; upper value machine deceleration performance in kw; lower value weight of vehicle in 0, [t]; upper value weight of vehicle in 0, [t]; lower value length of vehicle in [mm]; upper value length of vehicle in [mm]; lower value maximum speed forward [km/h]; upper value maximum speed forward [km/h]; lower value maximum speed backward [km/h]; upper value maximum speed backward [km/h]; lower value required time in tenths of a second for the distance of metre at speed step in accordance with CV Entry of the speed step defined for calibrating (speed step model ) 44 speed in km/h that the locomotive moves during an automatic uncoupling procedure 45 distance in mm, that the locomotive moves during an automatic uncoupling procedure 2 46 distance in mm that the locomotive moves during an automatic coupling procedure scale of the models; for : for : 87 (H0) 60 for : 60 (N) 49 country code for special features: Germany = 49 Austria = 43 Sweden = 3 Switzerland = : = Infrared Ubertragung according to Lissy / 0/ trainnavigation transmit : = Infrarot-Ubertragung according to T4T definition transmit (TRAM) 0: = Lissy address according to CV or 7/8 0/ transmit (locomotive address) = transmit Lissy-address in accordance with CV 5/ = interpret CV 5 as primary address 0/ : = CV 5 / CV 52 as a long address interpret 3 0 = de-activate infra-red transmitter of the LD-x 0/ = activate infra-red transmitter of the LD-x 5 Lissy address: short address or long address (upper part / high byte) Lissy-address: extended address (lowbyte) Lissy train category after the calibration according to chapter"ld-x and its distance measuring system" Document: SW V2.6 / 0 side 88 from 95

89 CV Bit Description Valid Range factory setting SW Page Reset CV60 = Covered distance since the distance calibration (CV 60 = /POM) has been initiated; that part given in cm 56 Covered distance since the distance calibration has been initiated; that part given in mm 59 Highest shunting speed in km/h Mask automatic for light output R 7 6 Functionmapping F Functionmapping F2 (special function ) Functionmapping F3 (special function 2) Functionmapping F4 (interior lighting) Functionmapping F5 (special function 3) Functionmapping F6 (forehead light of the driving trailer) Functionmapping F Functionmapping F = driving light of the train set not automatically turned ON; 0/ function mapping is valid = automatically switch driving light together with locomotive light; function mapping partly deactivated 0 = driving light of the train set not automatically turned ON; 0/ function mapping is valid = automatically switch driving light together with locomotive light; function mapping partly deactivated 3 front coupling (white) activate/deactivate; 0 = deactivated, = 0/ 2 63 activated 4 rear coupling (yellow) activate/deactivate; 0 = deactivated, = 0/ 2 63 activated 5 Tail light shines independently of the direction of the traffic 0/ (white side); 0 = deactivated, = activated 6 Tail light shines independently of the direction of the traffic 0/ (yellow side); 0 = deactivated, = activated 70 0: address for T4T-train automation via CV 7& : address for T4T-train automation is assigned automatically; four-digit value: value+xxx; xxx same DCC-address 7 address for T4T-train automation upper value of the decimal number; e.g. address 392 represents: CV7 = address for T4T-train automation lower value of the decimal number; e.g. address 392 represents: CV72 = = the locomotive stops when a new car is coupling = locomotive continues moving 0/ = the locomotive does not unburden the train before the decoupling 0/ 2.2 procedure takes place = the locomotive unburdens the train before thedecoupling procedure takes place 2 0 = Locomotive calculates the compression distance = Locomotive calculates the compression distance. Minimum distance: 0mm (for simple engines) 0/ := locomotive-decoder executes the simulation of the acceleration 0/ rate in accordance with CV 3 := locomotive-decoder calculates the simulation of the acceleration rate based on the mass of the train 5 0 = the train leading locomotive determines the maximun speed 0/ of the train set = the slowest vehicle determines the maximum speed of the train set 6 0 := locomotive also starts moving with an unidentified train 0/ 0 2.R := locomotive only starts moving with an identified train 7 Only relevant in multi-traction mode: 0 := locomotive has traction tyres or weighs more than 400 g 0/ := locomotive does not have traction tyres and weighs less than 400g (multi-traction mode) 74 Adjusting the TCCS-position of the regulator without digital speed step indicator: 0,, - 255: indicated position identical to speed step 2: indicated position divided by 2,-2, 3-4, 5-6 etc. 3: indicated position divided by 3; -3, 4-6, 7-9 etc.... 0: indicated position divided by 0; -0, : special parameter for Märklin CS-2 78 CV- car decoder's address Document: SW V2.6 / 0 side 89 from 95

90 CV Bit Description Valid Range factory setting SW Page Reset CV60 = CV-value for the address in accordance with CV number of vehicles in the train set without the locomotive that is read only leading the train; counted after the last coupling procedure 8 number of vehicles on driver's cab end after the last uncoupling read only procedure or the last identification 82 number of vehicles on driver's cab end 2 after the last uncoupling read only procedure or the last identification 84 error code of the error that occured during a train identification read only (for T4T support); car decoder 85 error code of the error that occured during a train identification read only (for T4T support); locomotive-decoder 86 number of coupling operations on driver's cab end (MSB). read only Equation to calculate the total number of operations: CV 86 * CV number of coupling operations on driver's cab end (LSB) read only number of coupling operations on driver's cab end 2 (MSB). read only Equation to calculate the total number of operations: CV 88 * CV number of coupling operations on driver's cab end 2 (LSB) read only Reserved for T4T-information read only F activates selected function code: Function code: action: 0 no action triggered. switching from OFF to ON: uncouple of the first car behind the locomotive correlating with last direction of travel. 2 switching from OFF to ON: uncouple of the last car behind the locomotive correlating with last direction of travel. 3 0 = CV 3 & 4 will be considered = CV 3 & 4 will be ignored 4 0 = load controller is passive = load controller is active 5 0 = no action = start charging the energy storages 6 0 = no action = start identification of the train set manually and takeover of the trainleading function in the multiple unit 7 switching from OFF to ON: Reset error variable CV 30 for all vehicles (decoders) that are coupled to the locomotive and restart the train bus. 0 switching from OFF to ON: Activation of a 3rd party coupling (front) switching from OFF to ON: Activation of a 3rd party coupling (rear) 2 Turn shunting light ON (the white head light is turned ON on both ends). 3 The interior lighting of the train set is turned ON. 4 switching from OFF to ON: in multi-traction mode the addressed locomotive takes over the status of the train-leading locomotive R2 2.R2 69 Document: SW V2.6 / 0 side 90 from 95

91 CV Bit Description Valid Range factory setting SW Page Reset CV60 = F2 triggers elective functional code F3 triggers elective functional code F4 triggers elective functional code F5 triggers elective functional code F6 triggers elective functional code F7 triggers elective functional code F8 triggers elective functional code F9 triggers elective functional code F0 triggers elective functional code. 0 2 F triggers elective functional code F2 triggers elective functional code F3 triggers elective functional code F4 triggers elective functional code F5 triggers elective functional code F6 triggers elective functional code F7 triggers elective functional code F8 triggers elective functional code F9 triggers elective functional code F20 triggers elective functional code F2 triggers elective functional code F22 triggers elective functional code F23 triggers elective functional code F24 triggers elective functional code F25 triggers elective functional code F26 triggers elective functional code F27 triggers elective functional code F28 triggers elective functional code locomotive type for the audio-module TS-x locomotive class for the audio-module TS-x Volume of the audio-module TS-x ready to play locomotives: 0 = all other locomotives : = V45, V245 2: = BR45 3: = RISE 446 4: = BR44 5: = BR : = BR date of manufacture: calendar week read only date of manufacture: year read only maintenance interval; countdown [h] motor hour metre: minutes read only motor hour metre: [h] (lower part) read only motor hour metre: [h] (upper part) read only Compatible to earlier software versions := WD-GWx < V2.2 or WD-PWxxx < V2.2 := WD-GWx ab V2.2 or WD-PWxxx ab V / Revisions status due to CV 255 read only software version update program (loader) read only service pack for main program read only software version main program read only - 7 reserved read only TCCS-version; indicates the TCCS-functions that are supported by the decoder. These functions should all be the same within one train set Long text of the function output ; usually, front headlights Long text of the function output 2; usually, rear headlights Long text of the function output 3 Long text of the function output 4 read only read only read only read only read only The users who use ROCO locomotive mice must use compelling SW versions as follows: LD-x from 2.2, WD-GWx from 2.2 and WD-PWxxx from 2.2! Document: SW V2.6 / 0 side 9 from 95

92 CV Bit Description Valid Range factory setting SW Page Reset CV60 = Long text of the function output 5 read only Long text of the function output 6 read only Long text of the function output 7; usually front rear lights read only Long text of the function output 8; usually rear rear lights read only In the previous table, CV-variables, marked in green, indicate a compatibility mode to data formats of other manufacturers, hat are not pre-defined by the NMRA. CV-variables, marked in orange, indicate extensions to the NMRA-norm that have been introduced by T4T. Document: SW V2.6 / 0 side 92 from 95

93 Technical data LD-L Protocol type DCC-protocol Programming Software-update and CV-variable; programming track and main track as well as coupling bus Motor control AC-DC, DC, skew-wound - current 2.0 A top current;.0 A long-term current - PWM approx khz max. load controller For DC motors in digital operating mode Suitable for all motors with ZDS- (SW 3 and higher) T4T-train automation 0,5 / A; control of up to 50 cars Function outputs 4 lighting outputs; 2 x headlights, 2 x taillights 4 additional outputs; power limitation per channel approx. 500 ma all outputs are adjustable (dimmable) Coupling outputs 2 connectors for TC-H0 couplings IR-transmission 2 connectors for infra-red transmission diodes; TRAM-format (T4T); Lissy-format (Uhlenbrock and Fleischmann) Measured values: track voltage, voltage energy storage, motor generator voltage, T4T-train automation current, car supply, supply voltage for car, motor current, function output current, counter input (moving in km/h) Dimensions 4 (without energy approx. 34,5 x 7 x 8,5 mm (H x W x D) storage) Supply voltage 4-24 volts 5 ; DCC signal or DC voltage Power output,5a for 0 seconds;.0 -.5A non-transient, depending on installation Technical data LD-M Protocol type DCC-protocol Programming Software-update and CV-variable; programming track and main track as well as coupling bus Motor control AC-DC, DC, skew-wound - current 2.0 A top current;.0 A long-term current - PWM approx khz max. load controller For DC motors in digital operating mode Suitable for all motors with ZDS- (SW 3 and higher) T4T-train automation 0,5 / A; control of up to 50 cars Function outputs 4 lighting outputs; 2 x headlights, 2 x taillights 2 additional outputs; power limitation per channel approx. 500 ma all outputs are adjustable (dimmable) Coupling outputs 2 connectors for TC-H0 couplings IR-transmission 2 connectors for infra-red transmission diodes; TRAM-format (T4T); Lissy-format (Uhlenbrock and Fleischmann) Measured values: track voltage, voltage energy storage, motor generator voltage, T4T-train automation current, car supply, supply voltage for car, motor current, function output current, counter input (moving in km/h) Dimensions 6 (without energy approx. 30 x 6 x 5 mm (H x W x D) storage) Supply voltage 4-24 volts 7 ; DCC signal or DC voltage Power output,5a for 0 seconds; A non-transient, depending on installation 4 The dimensions also consider the connectors and on both sides of the decoder mm for the cables. 5 A track voltage of 24 V means that the transformer may only have a maximum AC output voltage of max. 7V! 6 The dimensions also consider the connectors and on both sides of the decoder mm for the cables. 7 A track voltage of 24 V means that the transformer may only have a maximum AC output voltage of max. 7V! Document: SW V2.6 / 0 side 93 from 95

94 Technical data LD-S Protocol type DCC-protocol Programming Software-update and CV-variable; programming track and main track as well as coupling bus Motor control AC-DC, DC, skew-wound - current.5 A top current; 0.8 A long-term current - PWM approx khz max. load controller For DC motors in digital operating mode Suitable for all motors with ZDS- (SW 3 and higher) T4T-train automation 0,5 / A; control of up to 50 cars Function outputs 4 lighting outputs; 2 x headlights, 2 x taillights additional output; power limitation per channel approx. 500 ma all outputs are adjustable (dimmable) Coupling outputs 2 connectors for TC-H0 couplings IR-transmission 2 connectors for infra-red transmission diodes; TRAM-format (T4T); Lissy-format (Uhlenbrock and Fleischmann) Measured values: track voltage, voltage energy storage, motor generator voltage, T4T-train automation current, car supply, supply voltage for car, motor current, function output current, counter input (moving in km/h) Dimensions 8 (without energy approx. 24 x 4 x 5 mm (H x W x D) storage) Supply voltage 4-24 volts 9 ; DCC signal or DC voltage Power output,5a for 0 seconds; A non-transient, depending on installation Technical data LD-MTC Protocol type DCC-protocol Programming Software-update and CV-variable; programming track and main track as well as coupling bus Motor control AC-DC, DC, skew-wound - current.5 A top current; 0.8 A long-term current - PWM approx khz max. load controller For DC motors in digital operating mode Suitable for all motors with ZDS- (SW 3 and higher) T4T-train automation 0,5 / A; control of up to 50 cars Function outputs 4 lighting outputs; 2 x headlights, 2 x taillights 4 additional outputs; power limitation overall approx. 500 ma all outputs are adjustable (dimmable) Coupling outputs 2 connectors for TC-H0 couplings IR-transmission 2 connectors for infra-red transmission diodes; TRAM-format (T4T); Lissy-format (Uhlenbrock and Fleischmann) Measured values: track voltage, voltage energy storage, motor generator voltage, T4T-train automation current, car supply, supply voltage for car, motor current, function output current, 2 counter input (moving in km/h) Dimensions 20 (without energy approx. 30 x 5 x 5 mm (H x W x D) storage) Supply voltage 4-24 volts 2 ; DCC signal or DC voltage Power output,5a for 0 seconds; A non-transient, depending on installation 8 The dimensions also consider the connectors and on both sides of the decoder mm for the cables. 9 A track voltage of 24 V means that the transformer may only have a maximum AC output voltage of max. 7V! 20 The dimensions also consider the connectors and on both sides of the decoder mm for the cables. 2 A track voltage of 24 V means that the transformer may only have a maximum AC output voltage of max. 7V! Document: SW V2.6 / 0 side 94 from 95

95 Technical data LD-PL22 Protocol type DCC-protocol Programming Software-update and CV-variable; programming track and main track as well as coupling bus Motor control AC-DC, DC, skew-wound - current.5 A top current; 0.8 A long-term current - PWM approx khz max. load controller For DC motors in digital operating mode Suitable for all motors with ZDS- (SW 3 and higher) T4T-train automation 0,5 / A; control of up to 50 cars Function outputs 4 lighting outputs; 2 x headlights, 2 x taillights 4 additional outputs; power limitation overall approx. 500 ma all outputs are adjustable (dimmable) Coupling outputs 2 connectors for TC-H0 couplings IR-transmission 2 connectors for infra-red transmission diodes; TRAM-format (T4T); Lissy-format (Uhlenbrock and Fleischmann) Measured values: track voltage, voltage energy storage, motor generator voltage, T4T-train automation current, car supply, supply voltage for car, motor current, function output current, 2 counter input (moving in km/h) Dimensions 22 (without energy approx. 30 x 5 x 5 mm (H x W x D) storage) Supply voltage 4-24 volts 23 ; DCC signal or DC voltage Specifications are subject to change. All specifications are approx. values that may change without notice! Guarantee, CE-marking and disposal Every module is thoroughly tested before it is shipped to our customers. Should there be any defects within the 2 year warranty period, however, we will fix the problem free of charge upon presentation of the proof of purchase. The warranty does not cover abnormal handling. Please ensure that, according to EMP law, the component may only be used within a vehicle carrying the CE-label. The product at hand meets the requirements of the CE-marking. The product at hand may not be disposed of in regular domestic waste but has to be taken to a suitable, competent collection point for electronic waste or be given back to the manufacturer. 22 The dimensions also consider the connectors and on both sides of the decoder mm for the cables. 23 A track voltage of 24 V means that the transformer may only have a maximum AC output voltage of max. 7V! Document: SW V2.6 / 0 side 95 from 95