The M1 and M2 cars each have one lozenge-type pantograph.
Build details
Build year
Set No.
Donor set No.
FY2007
5001
1008
FY2007
5002
1005
FY2007
5003
1003
FY2007
5004
1009
FY2008
5005
1006
FY2008
5010
1017
FY2008
5011
1018
FY2008
5013
1020
FY2009
5006
1002
FY2009
5007
1004
FY2009
5008
1007
FY2009
5009
1010
FY2009
5012
1019
FY2009
5014
1021
Source:
Interior
The interior has a light gray color scheme. As with the earlier 3150 series, individual seats are 470 mm wide. They are upholstered with a blue moquette. The seats use a cantilever structure, i.e. attached to the walls, and in each car there is one folding seat. The straps are 1,630 mm from the floor. The number of priority seats, for the aged or infirm, was increased to 10 seats in each car. The priority seats use red moquette and orange straps and poles to hold on to clarify the distinction between those seats and regular seats. Wheelchair spaces are located behind the driver's cab in both cars on each end of the train. On the first two batches, the floor had a subtle blue-gray, two-color combination, but starting with the third batch of cars produced in 2009, cars have pale gray, single-color doors with yellow lines surrounding the door for improved visibility. Each car has internal LED passenger information panels, displaying the next stop, above each of the three pairs of passenger doors on each side.
Electrical and mechanical systems
The main electrical system is Toshiba's gate turn-off thyristor field chopper control used in the 1000 series. For maintenance of the DC compound motors, it is necessary to inspect and maintain the brushes, so each motored car has access hatches in the floor of the car. The brake system uses the electro-pneumatic straight air brake with regenerative braking from the 1000 series. The series was remodeled with a load compensating device which adjusts brake power to support changes in the car's body weight which increased the passenger limit. The main controller unit, of a series parallel specification, was also taken from the 1000 series, and taking into account connecting this series with 1380, 1800, and 1850 series cars, test runs on 1800 series cars were carried out. From these tests, it was found that such trains could be run at up to 120 km/h. Because of this, cars in this series can be used as sudden replacements for cars in limited express trains. It has also been confirmed that this series can be connected to the 5300 series and 5700 series With this series having been connected to the 1380 series for test runs and out-of-service runs, it is theoretically possible to operate a train with this series connected to the 1380 series. However, the 5000 series has cars with only bench seats, as opposed to the 1380 series which, except for the ends of the cars, only has convertible forward- or backward-facing seats, so for the sake of this the two series are operated separately. The Ku 5000 and Mo 5150 cars are equipped with an auxiliary power unit supplied by 330 V DC from a DC to DC converter. The first sets built in 2007 all had FS539 and FS039 bogies which had bolsters, but the sets built from 2008 had SS165F and SS026F bolsterless bogies. In the bogies with bolsters, the brake's leverage has been updated to increase the braking power to cope with increased ridership. The bogies attached to the control cars have their brake piping divided into two parts, and have been modified with anti-slip equipment. The bolsterless bogies, however, have unit brakes, which can guarantee the prescribed level of braking, so the aforementioned changes have not been made. The air conditioning system is the inverter unified distributed units type taken from the 1000 series, with two such units mounted in each car. After inversion, each of the RPU-4414B model units can cool up to 17,000 kilocalories per hour. In line with increased air conditioning power, the heat exchanger installed on every car in the 1000 series is not installed in this series. This series is also equipped with the same diamond-shaped pantograph from the 1000 series.
