summer training report at dmrc by anoop

Summer Training ReportDelhi Metro Rail Corporation (DMRC)

Submitted by:ANOOP KUMAR

Workshop Sections of DMRC

CERTIFICATE

This is to certify that the summer Training Report entitled “DELHI

METRO RAIL CORPORATIO LTD.” done by Mr. Anoop kumar, Roll No1371931011 to the Electronics and Communication Engineering isan authentic work carried out by him at Axis Institute of Technology andManagement, under my guidance.

Date: Signature of the Guide

Workshop Sections of DMRC

Made in Indian MetroA $590 million contract for over 400 coaches for phase II has been awarded to BOMBARDIER.While initial trains will be manufactured in Germany and Sweden, the remainder will be built atBombardier's Indian factory in Savli, near Vadodara (Gujrat).

Current RoutesLINE 1 (Dilshad Garden to Rithala via Kashmeri Gate)LINE 2 (HUDA City Centre (Gurgaon) to Jahangirpuri via Rajiv Chowk & Kashmere Gate)LINE 3 (Noida City Centre to Dwarka Sector 21 via Rajiv Chowk and Yamuna Bank)LINE 4 (Yamuna Bank to Anand Vihar ISBT)LINE 5 (Inderlok to Mundka)LINE 6 (Central Secretariat to Badarpur)LINE 7 (Airport METRO Express Line)

TRAIN FORMATIONAt present each train-set consists of four cars. Both ends of the train-set are driving trailer carand middle cars are motor cars. The trailer cars are defined as "DT" car and motor cars aredefined as "M" car.The train-set can be controlled as a complete unit or as separate units for various maintenanceactivities at the depot.1) 4 car - DT-M-M-DT2) 6 Car – DT-M-M-T-M-DT3) 8 Car – DT-M-M-T-M-T-M-DT

SALIENT FEATURE1. Broad Gauge2. 25 KV Supply Voltage System3. Light Weight Stainless Steel Structure4. Three phase A.C. Induction Motor5. Fail safe braking system with regenerative Braking6. VVVF Control7. Reinforced conical rubber primary suspension8. Secondary Air Suspension9. Uniform Floor Height10. Jerk Controlled Braking11. Slip/Slide protection12. Train Integrated Management System13. PLC based saloon Air-conditioning system14. Electrically Operated and electronically controlled Saloon Doors

Workshop Sections of DMRCAxis Institute of Technology & Management

15. Emergency Door16. ATP/ATO

HIGH TENSION SYSTEM

The high tension system consists of the following system/equipments.

1. Pantograph

2. Vacuum Circuit Breaker

3. Surge Arrestor

4. Main Transformer

5. Potential Transformer

The pantograph connects the train electrical system to the overhead current (OHC) supply. The 25000V

AC is supplied to the Main Transformer through VCB. The flow of power becomes as under.

Flow of Power:

OHE Pantograph VCBMain

Transformer

C/I SIV

Traction Motor

Aircon Maincompressor

110 V load

220V

Load

Gear case

Power to

Wheels

Oil pump and blower


PANTOGRAPH

Location:

The Pantograph is located on top of the Vehicle roof structure to allow unhindered access to the

overhead lines.

Function:

The function is to collect the current from the overhead wire by the carbons, which is carried by the

structural members of the unit to the power take off points on the base frame. The insulated bearings,

are by passed by the flexible shunts. The pantograph is attached via 4 foot insulators that support and

insulate the pantograph on the vehicle roof. The Pantograph receives an air supply from the vehicle via

the control panel and air feed insulator allowing the pantograph to be raised and lowered on demand

and maintain contact force with the overhead wire when in the raised operational mode.


Operating principles:

The Control panel of the pantograph combines the raising and lowering functions with the over height

detection valve and air cylinder. The air system is very simple and is suitable for air supply pressures up

to 10 bars. The control panel is located inside the vehicle. The Control panel of the pantograph combines

the raising and lowering functions with the over height detection valve and air cylinder. To raise the

pantograph a minimum air supply of 3.8 bars is required though for guaranteed full contact wire force a

minimum pressure of 5.5 bars is required. To raise the pantograph the pan raise switch is operated

allowing air to the raising cylinder to operate the pantograph articulation and raise the pantograph

head. To lower, the pan lower switch is operated removing air supply to the cylinder, and exhausting

the system to lower the pantograph.


Pantograph Control Panel

Performance & Design Data:

Approximate Mass 128kg (Excluding foot insulators)

Pan Head Mass <11kg

Min Pressure to Raise 3.8 bar

Normal Pressure to Operate 5.5 bar


Pantograph

VACCUM CIRCUIT BREAKER

The Vacuum Circuit Breaker (VCB) is a single pole, bi-directional high-speed AC circuit breaker. The

Vacuum Circuit Breaker consist of two porcelain weather-proof insulators mounted vertically, one

above the other, on a base plate which is fitted in the roof of the vehicle.

Location:

The Vacuum Circuit Breaker is located in the Roof of each DT car.

Function:

Its function is to isolate (open contacts) or connect (close contacts) the 25KV line to the train mounted

equipment. Being a circuit breaker, the VCB also isolates the train mounted equipment when an over

Carbon strip thickness should not be less than 2mm

Raising and lowering cylinder

Upper arm

Lower arm it contains 4th bar

inside it

Base Insulators

Air feed insulator

Potential Transformer


current condition occurs due to a fault on the train or on the 25KV line. The fault detection is

determined by the Gate Control Unit.


VCB Pneumatic Supply

Air enters the reservoir, via the air filter and the air pressure regulator. The supply air is then fed to the

relay-valve assembly and control governor pressure switch.

The pressure of the compressed air is regulated to 483 kPa by the regulator. The VCB control

governor switch contact is connected electrically in series with the magnet valve solenoid;

therefore the VCB will open automatically if the supply air pressure falls below the range of 345

kPa to 358 kPa. To close the VCB, the supply air pressure must exceed the range of 434 kPa to

448 kPa.


To close the main contacts of the VCB, the magnet valve is energized; this operates the relay valve. A

parallel air-supply is then fed directly through the relay valve into the cylinder.

As the main VCB piston moves, it operates the auxiliary contacts drive mechanism; which operates the

auxiliary contact block. The contact block comprise of three normally closed contacts and three

normally open contacts; these are connected as shown in the wiring diagram.

The actuator rod pushes against the mechanism below the vacuum interrupter. As the actuator rod

moves upwards, so does the drive plate and the spacers. This in turn moves the spring plate and

compresses the springs. The moving contact closes under the influence of atmospheric pressure acting

on the bellows. As soon as the contacts touch, the springs are compressed, giving an immediate increase

in contact force through the connector block, thereby minimizing contact bounce.

Simplified Air system diagram


The process continues until the drive plate bears against the connector block with the piston face

against the contacts. The mechanism is now charged, so that when air is discharged from the cylinder at

the start of the opening cycle, the springs force the spring plate to hit the connector block. This snatch

effect breaks any contact weld. Flexible shunts carry the current out from the moving contact to the

chromium-copper lower terminal casting.

Internal Structure of VCB

Technical Specifications:

Manufacturer ALSTOM

Voltage Rating 25,000 volts

Rated Current 1,000 amp

Short Circuit Breaking Current: 6,000 amp

Overall Height 700.5 mm


Overall Length 940 mm

Overall Width 430 mm

Weight 107 kg

AC SURGE ARRESTOR

The Arrestor is described as a Gapless type, using a Zinc Oxide element. It is fully enclosed in porcelain

housing.

Location:

The AC Arrestor is located in the roof of each DT car.

Function:

The AC Arrestor is a device that protects the train-mounted equipment from excessive high voltage

transient conditions. Lightning strikes on the 25KV line usually causes these transient conditions.



When a transient condition occurs, the AC Arrestor quickly becomes a low resistance path to earth and

the energy of the transient spike is absorbed. Once the spike is absorbed the AC Arrestor becomes a

high resistance path to earth. At system voltage levels the leakage current is less than 2mA.


Manufacturer: OTOWA Electric

Nominal Voltage: 25,000 volts

Continuous Voltage: 33,000 volts

Rated Frequency: 50/60 Hz

Nominal Discharge Current: 10,000 A

Overall Height: 570 mm

Mass: 52 kg


MAIN TRANSFORMER

The Main Transformer type ATM6 is 1170kVA, single phase, 50Hz, shell form type. The silicone oil,

which has excellent fire retardant characteristics, is used. This shell form type transformer has form fit

tank. The transformer cooling method is oil cooling. The oil absorbs the heat generated by the coil. An

oil pump circulates the oil around the windings to the radiator where it dissipates the absorbed heat.

Additional cooling is provided by a blower motor that forces cooling air through the radiator. Windings

are cooled by silicone oil that is circulated by oil pump. The rating of the transformer is specified at a line

voltage of 22.5kV.

Location:

Main transformer is located on the under frame of each trailer car.

Function:

The main transformer is utilized to supply all the electrical power requirements for the train.

Its purpose is to step down the 25kV catenary traction supply to voltage levels suitable for use by each

of the train supply system e.g. traction power and auxiliary power supplies.

Operating Principles:

The transformer comprises a single primary winding, connected to the over head line. Two secondary

windings stepping down to 1058V at a line voltage of 22.5kV are provided to feed the converter /

inverters. One tertiary winding stepping down to 470V at a line voltage of 22.5kV is provided to feed the

auxiliary static inverters.


Windings Capacity Voltage Current


Primary 1170 KVA 22500 V 52 A

Secondary 976KVA 1058 V 513 A X 2 G

Tertiary 194 KVA 470 V 459 A

Oil Pump

Dial Type Oil Cooler

Oil Pump Exhaust

Filter Breath

Shut


Main Pats of Main Transformer:

1. Oil Cooler:

Oil cooler is made of aluminium. Element of cooler consists of aluminium tube plate and corrugated fins.

The oil cooler is located at the side of main transformer's tank. The function of the oil cooler is to cool

the heated oil. The oil heated in the transformer is sent to the oil cooler by oil pump. In the oil cooler,

the heated oil is cooled by the heat exchange between oil and air flowed by blower.

2. Blower:

Blower is centrifugal and axial flow type. It consist of squirrel cage three phase induction motor, casing

and blade wheel. Blade wheel is directly attached to the motor axis, and simple construction. The

blower is located at the side of oil cooler of main transformer. The function of the blower is to blow air

to the oil cooler. The blower is used to blow air to the oil cooler. Blower's fan driven by a 3-phase motor

is used.

General Specifications:

Cooling method used is Forced Oil, Forced Air KDAF

Silicon Oil is used for cooling due to its fire retardant properties

Oil volume of Transformer is 205 Litres


Technical specifications:

Power source: 3-phase, 415V, 50Hz

Revolution: 1430 r/min

Motor output: 1.5kW

3. Oil Pump

The oil pump is centrifugal type, direct coupled with the driving motor and fully enclosed in a housing.

The transformer oil serves for lubrication, cooling and insulation of the motor. The oil pump is located at

the pipe between transformer's tank and oil cooler. The function of the oil pump is to circulate oil of

transformer. The oil pump is used to circulate oil of transformer. Pump driven by a 3-phase motor is

used.


Power source: 3-phase, 415V, 50Hz

Oil circulation: 700 L/min

Operating oil temperature: 82 deg.C

Rated output: 1.5kW

Oil capacity: Approx. 7L

4. Dial Type Thermometer:

A dial type thermometer consists of bimetallic thermosensitive part and indicating part with electrical

alarm contact. A dial type thermometer indicates oil temperature. Because the well is a double tube,

thermometer can be replaced without draining the oil of transformer. A dial type thermometer is

located at the tank wall of main transformer. The function of the dial type thermometer is to detect an

abnormal temperature rise of oil. The dial type thermometer is mounted on the position where the oil

temperature can be accurately measured. The temperature element is composed by a spiral bimetal,

and changes the expansion into the rotation of the axis. When oil temperature exceeds the setting

value, the contact is closed.



Temperature range: -30 ~ 120 deg.C

Alarm value (with contact): 95 ± 2 deg.C

5. Oil Flow Relay

The winding temperature rises abnormally because the cooling performance of the winding decreases

when oil flow stops. When oil flow stops, it is not possible to protect the main transformer with the

thermometer because heat does not diffuse. Therefore, oil flow relay is mounted on the pipe between

oil pump and oil cooler.

When oil flow stops by oil pump failure, oil flow relay detects the stop of oil flow. It consists of driving

mechanism and alarm contact. When oil temperature exceeds the setting value, the contact is closed.

The function of oil flow relay is to detect the stop of oil flow.

6. Pressure Relief Valve

A self resetting type pressure relief valve is mounted on the tank wall. It is used to relieve abnormal

pressure which may occur due to abnormal operation of the traction converter and an accidental failure

of the transformer windings. The pressure relief valve is mounted on the tank wall of main transformer.

The function of pressure relief valve is to relieve abnormal pressure. This device is composed by the

valve, the link mechanism, and the spring. When inner pressure exceeds the setting value, the valve

operates immediately and discharges over-pressure. And when inner pressure become lower, the valve

closes automatically. Therefore, extra oil is prevented from flowing out.


Operating pressure: 0.1 ± 0.015 Mpa

7. Filter Breather

The transformer is always breathing as the oil level of conservator rise or falls with temperature changes,

and atmospheric moisture and dust are thereby drawn into the conservator. To prevent this, a filter

breather is installed on the air side connection type of conservator. There is an adsorbent and silicone


barthed glass cup. Because air goes in and out through this part, dust in air is removed. Therefore,

clean air is sent in the metallic bellows. A filter breather is installed on the air side connection pipe of

conservator. The function of filter breather is to send the clean air in the metallic bellows

POTENTIAL TRANSFORMER

Location:

The Potential Transformer is located in the roof of each DT car.

Function:

The Potential Transformer PT is used to measure the voltage of the 25kv catenary line. The output of

the Potential Transformer PT is used as a control signal for the C/I Box control circuit. and the SIV box

control circuit.


Manufacturer ALSTOM

Overall Height 533 mm

Overall Dia 326 mm

Weight 53 kg


PROPULSION SYSTEM

The Propulsion or traction system provides the tractive effort to accelerate the train and also provides

the electrical braking effort, which assists in the deceleration of the train. The propulsion system is

controlled by means of train line commands and a pulse width modulation (PWM) signal. The train line

commands and the PWM signal is controlled either by the driver using the master controller mounted in

the driver’s console. The PWM signal is an input torque demand signal into the Variable Voltage

Variable Frequency (VVVF) Inverter control unit. The output power to the Traction Motors is controlled

to match the PWM signal demand. In this way all the motorcars in the train will produce the same

tractive effort.

The traction system comprises the following main components:

a. AC Reactors (M car)

b. Converter / Inverter Box (M car)

c. Traction Motors.

The traction system can be described as a "Three-phase Drive" with VVVF control. The Converter carries

out the constant DC output voltage control and constant AC-side power factor control. The VVVF

Inverter output voltage waveform is a PWM type using Insulated Gate Bipolar Transistors (IGBT).

The traction command flows in the following manner –

TBC

PWM Generator

Converter/Inverter


PWM Signal

AC REACTORThe ac reactor operates in conjunction with the AC capacitor to provide the main line current filtering.

The ac reactor is air- cored type. The AC reactor and the AC Capacitor values have been chosen to have a

resonant value. The impedence of the circuit increases to reduce the level of harmonic currents flowing

in the circuit.

Location:

It is mounted on the under frame of M Car.


Manufacturer: Mitsubishi Electric

Voltage Rating: 952V ac

Inductance: 800μH 15%

Continuous rating: 513A ac

Insulation

Cooling System: Natural cooling enhanced by train movement(2m/second)

Overall Length: 765 mm

Traction Motor

Traction Power from MTR


CONVERTER/INVERTER

Location:

The Converter / Inverter box is located in the middle of the under frame of each motor car. Access to

the Converter / Inverter unit is only possible from underneath the car.

Function:

The 25000V AC is supplied to the Main Transformer through VCB. Main Transformer supplies 1058V AC

to Converter unit. The converter converts 1058V ac obtained in the secondary windings of the main

transformer to a constant DC voltage of 1900V. This converter consists of the IGBT module with control

and self-protection function. The converter carries out PWM control, making it possible to make the

phase difference between the primary voltage and current of the main transformer a zero. In other

words, a power factor of 1.0 can be obtained. During regenerative brake operation, the converter is

also capable of inversely converting 1900V dc to 1058V ac, providing efficient powering and

regenerative operation without switching the main circuit. This 1900V DC is converted into 3 phase AC

variable voltage variable frequency by the inverter and supplied to Traction Motors. The inverter

controls the voltage applied to the Traction Motors to modify the tractive effort and controls the

frequency to change motor speed.

A constant slow speed operation is included into the VVVF control functions, which allows the driver to

select a desired train speed around 5 Km/h. The train will maintain this speed once selected until the

constant slow speed operation is cancelled. The Converter / Inverter responds to the train line

commands originating at the Master controller and Mode selector.

Overall Height: 600 mm

Overall Width: 700 mm

Mass: 230 kg


Block Diagram of Converter/Inverter:

Secondary winding of MT

Converter unit

Central block contains OVCRf and GR unit

Inverter unitTraction Motor

AC

Contactor

Gate control unit gives command to all the indicated blocks as per the parameters already set and input coming from different sensors

DC link

Capacitor


CI Major Components:

This Converter / Inverter box consists of the following main equipment items,

Converter unit (For conversion of a.c. input into 1900 V dc)

Inverter unit (For inversion of 1900 V dc into three phase VVVF ac)

Control unit (For controlling all the functions of C/I)

AC contactor (It connects the input supply to the converter)

Current transformer (For monitoring purpose)

OVCRf unit (For quick discharging in case of over voltage, when MS

is OFF)

GR control unit (For detecting the ground current)

Charging parts (Charging diode, Charging transformer,

Charging AC contactor)

(For initial charging of converter IGBT’s)

Power supply unit (For supplying power to the equipments inside

the C/I box)

AC capacitor (For stabilising and filtering purpose)


CI Working Flow Chart:

Supply from M.T. secondary winding (952V-1058V)

Supply from M.T. tertiary winding (470V)

Charging circuit which contains step up transformer and rectifier unit

Charging of filter capacitor up to 1500v

Contactor k1 closes if proper input is available and there is no fault condition

Converter unit for conversion of AC to 1900V DC

Filter reactor

DC link circuit, which consists of filter capacitor unit

Inverter unit, which changes 1900V DC to three phase variable voltage and variable frequency output for the speed and torque control


Bolted Covers For GR Unit Resistor

K Contactor Inspection Cover Converter Power

UnitConverter Power Unit

1.1.1.1.1.1 Variable voltage and variable frequency to traction motor


MASTER CONTROLLER

Location:

The Master Controller is located in the driver’s console.

Function:

Gate Control Unit Inspection Cover

Inverter Power Unit

Inverter Power Unit

Gate Control Units


(a) Selects the operational mode

(b) Generates the motoring and braking signals.

(c) Generates the PWM signal according to the position of the Master Controller handle.

(d) Provides the Deadman safety device.

System Controls:

The Mode Selector Switch is used to select the train-operating mode. There are five selectable positions,

which are:

Off (OFF)

Reverse (REV)

Stand-By (STANBY)

Forward (FOR)

Automatic Train Protection (ATP)

Operating Principles:

To operate the Master Controller the driver’s key must be inserted and rotated to the unlocked

position. This releases the locking mechanism from the Mode Selector Switch and allows it to

be moved to the desired operating mode. Once the Mode Selector Switch has been moved

away from the Off position the driver’s key cannot be removed. The Master Controller Handle

can only be operated when the Mode Selector Switch is in one of the following positions:

Reverse

Stand-By (Only service braking and emergency braking)

Forward

ATP

The Mode Selector can only be moved when the Master Controller Handle is in the Bmax (full service

brake) position.

Design and Performance Data:

Manufacturer: Mitsubishi Electric


Overall Length: 310 mm

Overall Height: 166.5 mm

Overall Width 300 mm

Weight: 13 Kg

Regeneration of Power:

As soon as the train operator generates the braking command, the proportionate command also

goes to C/I. The inverter changes the stator frequency in such a way that the same motor starts

working as the generator and the energy generated is used in the retardation of the train. But

Electric braking effort varies in different speed range so to achieve the necessary retardation the

remaining braking effort is supplemented by the pneumatic brakes. This is known as brake

blending. This is made possible by intercommunication between C/I and BECU. The C/I

generates an equivalent analogue command for the electric braking effort and sends it to the

BECU of M-car, which further calculates the remaining braking effort.

The electric braking is available up to 5 kmph below this full braking effort is supplied as

friction brake. However this transition cannot occur instantaneously so a changeover period is

required as shown in the figure

C/I Brake Blending Characteristic

Speed

Braking Effort

Electric Brake

Pneumatic Brake

0 km/h5 km/h10 km/h


TRACTION MOTOR

Rotor AssemblySpeed Sensor


The Traction Motor is a 220 kW, 4 pole, squirrel-cage, 3-phase self-ventilated induction motor. The

Traction Motor employs a Class 200 insulation system. The Traction Motor exterior is a frame-less type

with linking iron core clamps and a coupling plate. The motor frame is equipped with a vehicle fitting

nose and fitting seat.

A fan is mounted to the rotor shaft to draw air into the motor to provide cooling air to the rotor and

stator. The air enters the motor through the air inlet on the top of the non-drive end of the motor and

exits through the vents in the motor frame at the drive end of the motor. A Roller bearing is used on the

drive side of the rotor and Ball bearing is used on the non-drive side of the rotor.

Location:

Two 220kW Traction Motors are mounted on the transom of each motor car bogie

Function:

The Traction Motor provides the necessary torque to move the train. This torque is applied to each

wheel set in the motor cars via an axle-mounted gearbox, which is connected to the motor via a

coupling. The Traction Motor has the capacity to reduce the speed of the train by acting as a generator.

The momentum of the train causes the motor to rotate, and by adjusting the slip frequency in the

stator, the motor generates power back into the overhead supply. This causes a braking effect on the

train, which reduces the wear rate of the pneumatic brakes.

System controls:

Each motor car has four traction motors (two per bogie), with all four Traction Motors controlled by a

Variable Voltage Variable Frequency controller (VVVF).


Technical Specification:

Capacity 220KW

Voltage 1040V

Current 150A

Speed 2135 r/min

Freq 72.5 Hz

Poles 4

Mass 695kg

TRAIN INTEGRATED MANAGEMENT SYSTEM

The Train Integrated Management System (TIMS) provides a centralized function to monitor the train

borne systems and devices. It also provides the operators interface via a Video Display Unit mounted on

the operator desk. This display unit shows relevant information to the operator about the status of On

board equipment as well as commanded functions.

The Train Information Management System interfaces with the following systems located throughout

the train, these systems are:

Traction Inverter (CI)

Auxiliary Power Supply (SIV)

Brake Electronic Control Unit (Brake System)

Door Control Units

Air conditioners

AVAS & PA


Train Radio

ATC System

The Train Integrated Management System also monitors Train Line status, switch and circuit breaker

positions.

FAULT DETECTION LEVELS

Fault detection is classified into five critically levels-

Level 1: Critical Fault

Faults that require the immediate action/attention of the train operator are classified as critical fault.

Level 2: Operating Event

An event which is triggered by the train operator.

Level 3: Maintenance Event

An event that requires the attention of maintenance staff, after the train has completed the scheduled

service operation.

Level 4: Record

A maintenance record that requires the attention of the maintenance staff during scheduled routine

maintenance

Level 5: Notice

Information or reminder to aid the train operator during normal service under defined conditions.

Notification and Recording of Events:

Fault Criticality Level

Level – I Level – II Level – III Level – IV Level – V

Pop Up X X

Departure X X


Current

FaultX X

History X X

Memory X X X X X

TIMS OPERATION MODES

Operator Mode Functions:

The TIMS system has the following functions which are accessible to the driver.

System Check Screens - On this screen, TIMS will display on the main window a list of

Train faults that have been detected.


Additional information about other systems can be checked by driver by touching the soft keys at

the bottom of the screen display. The available soft keys and corresponding train systems are:

DOOR The status of Door system is displayed.

BRAKES The status of the Pneumatic Brake system is displayed.

POWER The status of the High Tension circuit and equipment is displayed.

AUX The status of the Auxiliary Power Supply System is displayed.

AIR CON The status of the Air Conditioning system is displayed.

HISTORY A list of previously record critical faults are displayed.

DEPARTURE The departure check screen is displayed.

MAIN The LOGOFF screen is displayed.


Maintenance Mode Functions:

The TIMS system functions available to the operator are also accessible to Maintenance staff. In

addition maintenance staff can also access the following functions.

Data download / upload by TIMS Maintenance Terminal

Data and status check on VDU

When the maintenance staff log on to the TIMS system, the Maintenance Menu screen is displayed.

From this screen maintenance staff can check or view the status of the TIMS system or equipment sub

system.


TIMS Equipment Locations:

Car Type

Equipment DT M

Central Unit X

Local Unit X

Display Unit X

Display Controller X

TIMS EQUIPMENT DESCRIPTION

The Train Integrated Management System consists of the following equipment boxes located on

the Driving Trailer car and Motor car.

Central Unit:

The Central Unit carries out the application programs for the overall control and administration

of the TIMS system. The Central Unit has two central processor units (CPU1 & CPU2) Both

CPU's are operational and in case of one CPU failure the other CPU can continue the data

transmission function.


One central unit is provided in every DT car. The Central Unit is comprised of the following components:

Sub Rack

CPU 4 PCB

CIF 4 PCB

DIS2 PCB

DIS 3 PCB

AIO PCB

PSG PCB

Local Unit:

The Local Unit is provided in each car to interface with various devices and intelligent train subsystems

such as Air Conditioning, Propulsion System, Auxiliary Supply System, Brake Electronic Control Unit and

Door Control Units. The Local Unit is comprised of the following components:

Sub Rack

CPU 4 PCB

TRC 4 PCB

DIS 2 PCB


DIS 3 PCB

PSG PCB

Display Controller

The Display Controller (DC)) is installed in DT car. The Display Controller is comprised of the

following:

Line Filter

DC – DC converter

Connector

Video Display Unit:

The Video Display Unit has two main functions.

To provide the Operator with information regarding the status of the various systems

throughout the train.

To enable the Operator to quickly determine the nature of any subsystem failure and perform

the required actions to either rectify or isolate the fault.


PA/PIS SYSTEM

Circuit diagram

The PA and PIS System is powered up by input voltage of DC110V. The system is consisted of AVAU,

MOP, AOP, TNI and DIF which are installed in driver cabin PAMP, Loudspeaker, ETU, PAB, PIB which are

installed in saloon car.


Location:

The PA & PIS system location can be divided by two parts, the driver cabin and passenger saloon area.

The PA/PIS system consists of two basic systems

1. Visual System – Passenger Information System

2. Audio System – Automatic Voice announcement System

VISUAL SYSTEM

PASSENGER INFORMATION BOARD (PIB)

Location:

There are three PIB’s installed in each passenger saloon. All three are powered from the train battery

110V DC supply and continues to operate when traction power is lost.

Function:

The main function of the PIB’s is to provide information to the passengers. The PIB provides the

following information:


1. Next station is …. - inside train, on the PIB’s

2. This station is … - inside train, on the PIB’s

3. Journey message …..inside train, on the PIB’s

4. Real time information (visual only) - inside train, on the PIB’s (generated by OCC)

The Passenger Information Board (PIB) has a display matrix 32 (H) x 160(W) pixels. Both Hindi and

English messages can be scrolled on the display simultaneously and in synchronism. It is recommended

that for the automatic route announcements Hindi Characters are displayed in yellow and the English

characters in green. Emergency announcements may be displayed in red.

PIB consists of three main cards:

a) Interface Card: Used for communication between two cards within PIB.

b) Power Supply Card: It converts 110V DC to 5V DC by using SMPS(Switched Mode Power

Supply), now this 5V is send to interface card which further sends it to the third card i.e.

Control Card.

c) Control Card: It decodes the information given by AVAU (Automatic Voice

Announcement Unit) and displays on PIB.

Driver enters station AVAU PAMP information is

Code in MOP Displayed on PIB

Flow diagram

DESTINATION IN FRONT OF TRAIN DISPLAY (DIF)

Location:

The single DIF is installed in each driver’s cab left window.

Function:


It displays train destination.

The LED matrix is 48 LED’s high by 96 LED’s wide. The matrix shall be used for two distinct lines, the

upper line for Hindi characters, and the lower line for English characters. The display shall check the

message to be displayed, independently for the Hindi line, and automatically size the message to make

the best fit.

The LED’s shall be yellow ultra bright types for sunlight legibility. The LED brightness shall be

automatically varied according to ambient light level measured by a light sensor at the front of the

display. The displays are powered by the train battery 110V DC supply.

TRAIN NUMBER INDICATOR (TNI)

Location:

The single TNI is installed in each driver’s cab right window.

Function:

It is displays a four digit code. First two digits signify destination code and last two digits signify train no.

(E.g. 1234 here ‘12’ is the destination code and ‘34’ is train no).

The TNI is powered from 110V DC. The LED matrix is 32 LED’s high by 96 LED’s wide. The number shall

be four digit displayed with leading zero’s. The numeric characters shall be ‘multiple strike’ for

maximum visibility. The LED’s shall be yellow ultra bright types for sunlight legibility. The LED


brightness shall be automatically varied according to ambient light level measured by a light sensor at

the front of the display. The display area is 127 mm high by 383 mm wide

Automatic Voice Announcement System (AVAU)

It is the heart of PA & PIS System and all functions are controlled by AVAU.

Location:

It is located in behind of the back wall in driver main console.

Function:

The system closely integrates the audio and visual (PIS) functions. The AVAU processor deals with the

basic audio.

Audio System:

The main functionality of the audio system is summarized in the following bullet points:


Public Address – driver (active cab) to passengers (broadcast)

Public Address – rear cab (inactive cab) to passengers (broadcast)

Public Address – OCC (EPA) to passengers (broadcast)

Public Address – Automatic announcement triggered automatically by the PIC, as a

result of input from ATO/ATP (including door open chime)

Public Address – Automatic announcement manually triggered by driver on the MOP

Public Address – Automatic Announcement manually triggered from rear cab MOP

Cab to Cab communication (simplex) – Driver to all other cabs (including coupled

trains)

Cab to cab communication (simplex) – Any cab to all other cabs (including coupled

trains)

Passenger alarm warning tone

Passenger Communication (simplex) – Driver to individual passenger, call set up as a

consequence of PAB operation.

Door open/ closing chime


AVAU consists of following cards:

Vehicle Communication Card

It is located at the first in upper card row of AVAU. The Vehicle Communications card is the serial

communications interface that is used by the AVAU.

Cab Audio Communications Unit CPU Card

It is located at the fourth in upper card row of AVAU. This card is the central part of the AVAU system;

the processor on this card controls all AVAU functions. It comprises a memory card adapter and a solid-

state announcement record/ playback device for digitally stored announcements.

Expanded Serial I/O Card

It is located at the 3rd in upper card row of AVAU. The Expanded serial I/O card provides additional

serial interfaces using the spare serial interface UART’s of the Vehicle Communications module.


Audio Control Matrix Card

It is located at the 5th from left hand side in upper card row of AVAU. The Audio control matrix is a

central part of the AVAU; the card is responsible for switching and routing all of the audio signals.

Front Panel Communications Card

It is located at the 2nd from right hand side in upper card row of AVAU. This card contains all of the

interface circuits to the AOP & MOP units.

Analogue Train Wire Interface Card

It is located the 3rd from right hand side in upper card row of AVAU. This card is the major

external interface for signals from/ to the AVAU. The card includes audio line drivers and

receivers.

Digital Train Wire Interface Card

It is located at the first from right hand side in upper card row of AVAU. This card is the major external

interface for digital signals from/ to the AVAU.

Power Supply Interface Module

It is located at the 2nd from right hand side in lower card row of AVAU. This module takes the incoming

power supply from the train and provides filtering and transient suppression before the power is

provided to the main DC-DC converter.

Main Power Supply DC-DC Converter Module

It is located at the first from right hand side in lower card row of AVAU. This is a proprietary DC-DC

converter. Power supply operates from the train battery supply (nominal 110V DC) and provides a

stable 24V DC output.


Main Power Supply DC-DC Converter Module

It is located at the 3rd from right hand side in lower card row of AVAU. This power supply card uses the

stable 24V output main supply to create multiple supply rails.

Passenger Information System Control Card (PIC)

It is located at the 2nd from left hand side in upper card row of

AVAU/PIC Rack. This card is the heart of the PIS system comprising

the communication control software for all PIS communications

equipment. Its primary function is the storage of a route database

complete with references for the audio system solid-state

announcements and visual messages for displays. These messages

are released in a controlled manner at specific trigger points

determined either by the input from ATO/ATP, or through manual

command via the MOP

AUDIO SYSTEM

The main Components of audio system are as following :

MAIN OPERATING PANEL (MOP)

The front panel is a polyester membrane over a steel plate, with apertures in the steel plate for button

caps, the loudspeaker and the LCD display .The membrane has a transparent window for the LCD display

and the membrane is acoustically transparent, allowing sound to be transmitted from the loud speaker

and protecting it from dust and moisture. Areas under the buttons have a transparent ring, allowing the

rear illumination to identify the location of each button at night.

It gives information about train ID. Command is send from MOP by driver to let the passengers know

about the next station which gets displayed on PIB. The MOP panel is connected in parallel with the

AOP panel.

Location:

It is installed on left hand side in the driver cabin.


The panel includes the following functional components:

- Keypad – 16 buttons

- Mode selection buttons, each with an associated with LED

- Backlighting for all the MOP buttons

- LCD graphics display – 64 X 192 pixels with LED back-light

- Loudspeaker

- 24V DC Power supply

- Red Button (PEA i.e. Passenger emergency alarm)

- Yellow Button(PA i.e. announcement in train)

- Blue Button(CC i.e. Cab to Cab communication) MOP

- Keypad Assembly

Functions:

a) Initialisation of Manual broadcasting such as special messages, emergency messages, station

name by train operator.

b) The train operator can talk to desired passenger who activated passenger Alarm System.

c) LCD Display for major function of operation.

d) For PAB indication, MOP Display shows the actual car number with PAB no.

e) Initialisation of Cab-to-Cab intercom.


AOP (Auxiliary Operating Panel)

The AOP has a subset of the functions provided by the MOP. The

AOP comprises the mode selection controls for PA and Cab to

Cab.There is no keypad or LCD display. Passenger emergency

communication shall be controlled from the MOP only. A

loudspeaker is included on the AOP and this produces the same

audio that is produced by the MOP. It is connected with MOP in

parallel.

Location:

It is installed on right hand side in the driver cabin.

AOP

EMERGENCY TALK BACK UNIT (ETU) & PASSENGER ALARM BUTTON

(PAB)

ETU PAB


In case of emergency if a passenger wants to talk to the driver he can do so with the help of ETU i.e.

EMERGENCY TALK BACK UNIT and PAB i.e. PASSENGER ALARM BUTTON.

The PAB is installed at each passenger exterior doorway. There are four PAB’s in each vehicle, associated

to doors L1 L2 R1 and R2. ETU is installed at each door position, with the microphone/loudspeaker

positioned approx 1.5m from the vehicle floor. We have four ETU’s in each car. It is provided as an

interface between the passenger and the driver. The Passenger can talk to the driver through the ETU.

As soon as the passenger presses PAB, ETU detects that PAB has been operated, and will identify this

condition to the PAMP. The PAMP then send signal to AVAU which further informs the driver by sending

information at MOP. Now driver is ready to talk to the passenger. The position of that particular ETU is

also displayed on MOP. The large red circular button is mechanically latched and is reset by inserting

and turning a square Carriage Key in a clockwise direction. The button is red in colour, having a central

part with the square key-hole; this central part is silver in colour.

ETU is installed at each door position, with the microphone/ loudspeaker positioned approx. 1.5m from

the vehicle floor. The ETU shall identify when a PAB has been activated.

Flow diagram:

PAB ETU PAMP AVAU MOP

Loudspeaker & 100V line transformer

The loudspeaker can be driven with 4Watts of power, provided by the PAMP over the 100V line

distribution system.

Location:

It is installed with 6 sets in each saloon.


PA Amplifier (PAMP)

The PAMP contains the audio power amplifier to drive the loudspeakers at 100V line level, and

monitors/ controls the four ETU’s in the same vehicle. The interfaces to the Train bus and saloon data-

bus (RS485) are through 3.5mm versions. It also controls the Vehicle data bus in that car, providing PIB’s

with data – received from the Train Data bus.

PAMP

Location:

PAMP is installed in the “Gangway Cubicle” in passenger saloon each.

Functions:

The PAMP contains the audio power amplifier to drive the loudspeakers at 100V line level, and

monitors/ controls the four ETU’s in the same vehicle. The PAMP is to be configured with the Car ID

(sequence number from the A end cab), as this is used as a WELNET system address. The PA power

amplifier incorporates the Whiteley SOALAS (Sound Operated Automatic Level Adjusting System)

whereby the loudspeaker system is used as a microphone when PA is not enabled, allowing the gain to

be set at the sampled ambient level in the 3 second period before the PA announcement commences.

Switched Mode Power Supply (SMPS)


Like a linear power supply, the switched mode power supply too converts the available

unregulated ac or dc input voltage to a regulated dc output voltage. However in case of

SMPS with input supply drawn from the ac mains, the input voltage is first rectified and

filtered using a capacitor at the rectifier output. The unregulated dc voltage across the

capacitor is then fed to a high frequency dc-to-dc converter. Most of the dc-to-dc converters

used in SMPS circuits have an intermediate high frequency ac conversion stage to facilitate

the use of a high frequency transformer for voltage scaling and isolation. In contrast, in linear

power supplies with input voltage drawn from ac mains, the mains voltage is first stepped

down (and isolated) to the desired magnitude using a mains frequency transformer, followed

by rectification and filtering. The high frequency transformer used in a SMPS circuit is much

smaller in size and weight compared to the low frequency transformer of the linear power

supply circuit.

The ‘Switched Mode Power Supply’ owes its name to the dc-to-dc switching converter for

conversion from unregulated dc input voltage to regulated dc output voltage. The switch employed

is turned ‘ON’ and ‘OFF’ (referred as switching) at a high frequency. During ‘ON’ mode the switch is

in saturation mode with negligible voltage drop across the collector and emitter terminals of the

switch where as in ‘OFF’ mode the switch is in cut-off mode with negligible current through the

collector and emitter terminals. On the contrary the voltage-regulating switch, in a linear regulator

circuit, always remains in the active region.


Date post:	07-Apr-2017
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summer training report at dmrc by anoop

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