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Cultura Documentos
INTRODUCTION----------------------------------------------------------------------------- 1
2.
HIGH
TENSION
EQUIPMENTS
-------------------------------------------------------------11
3.
AUXILIARY
SUPPLY----------------------------------------------------------------------------17
4.
PROPULSION----------------------------------------------------------------------------------18
5.
BOGIE
AND
SUSPENSION--------------------------------------------------------------------20
6.
PASSENGER
INFORMATION
SYSTEM------------------------------------------------------26
7.
HVAC---------------------------------------------------------------------------------------------27
8.
BREAKS
PNEUMATICS-------------------------------------------------------------------37
AND
9.
TCMS---------------------------------------------------------------------------------------------40
10.
CCTV--------------------------------------------------------------------------------------------41
11.
DOOR
DESCRIPTIONS------------------------------------------------------------------------45
1. INTRODUCTION
I.
VEHICLE CONCEPT
The train consists of three different car types, DT car which is a trailer
car with a drivers cab and pantograph (DT), Mcar which is a motor car
without pantograph and trailer car (T).A pair of trailer & motor car(DT-M
or T-M) is called a unit. These units are coupled by automatic coupler and
can be uncoupled very easily. Unit (DT-M) can be moved independently by
self-power.
Fig. 1) DT-car
Fig. 2) M-car
Fig. 3) T-car
The cars are put together in sets of two car units, DT-M, T-M and M-DT,
forming 4-car, 6-car or 8-car trains for operation. The train consist is kept
as a fixed configuration.
The 4-car trains consist of driving trailer car with pantograph (DT) and
motor car (M), in the following configuration DT - M = M - DT.
The 6-car trains consist of driving trailer car with pantograph (DT), motor
car (M) and trailer car with pantograph (T), in the following configuration
DT - M = T - M = M - DT.
The 8-car trains consist of driving trailer car with pantograph (DT), motor
car (M) and trailer car with pantograph (T), in the following configuration
DT - M = T - M = T - M = M - DT.
II.
VEHICLE OVERVIEW
a) Nomenclature
b) Equipment in underframe
Distribution box
Auxiliary compressor
Battery box
Main transformer
Contactor box
Brake unit
Battery box
Filter box
Brake unit
Converter box
Converter box
Filter box
Distribution box
Auxiliary compressor
Battery box
Main transformer
Contactor box
Brake unit
Battery box
III.
GANGWAYS
All intermediate car ends of the train are connected via gangways to allow
for free and safe passenger circulation between cars, even when train is in
motion. Passengers may stand within the gangway with a high degree of
safety and comfort.
The gangway has an open design so that passengers are able to see the
length of the train and the design also ensures good heat and noise
insulation levels.
To protect the interior of the vehicles when stabled as units, temporary
gangway end covers are provided. The covers are lockable in position to
withstand high wind conditions.
1
2
3
4
5
6
7
8
9
Fig.
IV.
Centering/locking pins
Attached handle for locking mechanism
Double corrugated bellow
Screw-on frame
Bridge plate car side
Couple frame
Floor cover
Bridge plate coupled frame side
Sliding ledge
11) Intermediate gangway half
COUPLERS
Each 2-car unit is fitted with automatic coupler halves in the outer ends
and two semi-permanent drawbar halves as intermediate within a 2-car
unit. The coupler automatically connects 2-car units together
mechanically and pneumatically
V.
CAB AREA
The drivers cab separates the car from the passenger area with a
partition wall also having a double hinged door. A sliding door on each
side of the cab is provides access from the outside of the car to the cab.
The cab is designed for two persons, the driver to the left and the codriver to the right. The driver's and co-drivers seats provided in the cab
are integrated in the back wall.
The equipments of drivers cab are arranged in consideration of the
function, frequency of use, case of maintenance, operational importance
etc. as follows:
(a)The equipment which is operated by seated driver all the time
-Master controller with deadman-device
(b)The equipments which are watched by seated driver all the time
-display units (TIMS,DMI)
-fault indicators
-Gauges
(c)The equipments which are operated by seated driver during driving
occasionally
-Communication unit (PA/PIS,train radio hand set etc.)
-Wiper control S/W
-Horn S/W
-Door operating S/W
-Emergency stop S/W
(d)The equipments which are operated by standing driver when the train
is stopped at station or depot
-Operational S/W for auxiliary equipment
-the other S/W
(e) The equipments which are not related with drivers operation directly.
-Equipments such as ATC, relay panel, TIMS control unit etc.
The equipments at (a)-(c) above are arranged on the drivers console or
driving side front wall for drivers easy approach.
The equipments at (d) above are arranged on the outside of back walls.
The equipments at (d) above are arranged on the inside of back walls or
consoles.
Adjustable footrest
Master control
Switch controls
Microphone
Mobile radio
10
ATC display
11
12
Drivers key
13
Switch mode
14
15
Master controller:
The function of the master controller is to control the motion of the train.
The master controller is operated manually by the Train operator.
The driver activates the train by inserting a key into a control lock (CL) on
drivers desk. The control lock is located at the same panel as the master
controller. The control lock has two positions:
On
Off
10
Coast
Emergency brake
device
The driver uses the mode selector (MS) to determine the driving mode.
The mode selector is located at the same panel as the master controller.
The mode selector is of a longitudinal fore and aft movement type. The
mode selector has six distinct positions for Line-2 master controller
(Alstom System) and five distinct positions for Line-3 master controller
(Siemens System).
11
OHE
Pantograph
VCB
Main
Transformer
SIV
C/I
Traction
Motor
Gear
Power
case
to
wheels
110 V
Aircon
Main
220V
Oil pump and blower
compress
AC
DC
load
12
I.
ROOF EQUIPMENTS
Fig.17) Pantograph
a) Pantograph
13
14
d) Surge arrester
The electrical system is protected from transient over voltages (caused by
lightning or system switching) by a gapless surge arrester. It features very
high-energy input capacity, high-energy absorption capability and large
protection distance.
The surge arrester is mounted on the vehicle roof, in a position as close to
the pantograph as possible.
e) Transient inductor
The main transformer, the propulsion and auxiliary supply equipment are
protected from fast transient voltages generated when manoeuvring the
line circuit breaker by a transient inductor, mounted on the vehicle roof.
15
1
Primary terminal
2
Insulator
3
Flange
4
Seal
Fig. 22) Line Voltage Transformer
g) Line current transformer
The drive control unit for the line converters uses the line current
transformer to measure the line current for supervision and various
control purposes. The line current transformer is mounted on the vehicle
roof.
1
2
3
Steel base
Secondary terminal box
Cable gland M20x1.5
16
4
5
6
7
Fig. 23)
1 HVAC unit A
2 HVAC unit B
Fig. 24) Roof equipment, M-car
II.
MAIN TRANSFORMER
The function of Main transformer is to reduce the 25 KV line to
approximately 1 KV.
The Main Transformer (MT) is mounted in the underframe of the DT- and Tcars.
The transformer oil is circulated by a pump and cooled by air in a heat
exchanger with two fans, located close to the transformer.
1
3
5
Fig.
Air drier
2
Oil level indicator
Oil level detector
4
Connection box
Expansion Tank
25) Main Transformer components for cooling functions
The MT tank is fitted with cooling and surveillance equipment such as oil
pump, valves, air drier, connection box and heat exchanger for its
optimum functionality. The MT is also fitted with an expansion tank to
compensate the volume of the oil due to thermal expansion and
contraction. The breathing process uses Silica gel air driers.
17
3. AUXILIARY SUPPLY
AUXILIARY SUPPLY EQUIPMENT
The auxiliary supply equipment is supplied via the main transformer and
the auxiliary system is designed to supply power in three forms to the
different load objects in the train.
415 V AC 50 Hz 3-phase
230 V AC 50 Hz 1-phase
18
110 V DC
The three-phase 415 V AC is used for the larger load objects such as
HVAC, compressor, cooling fans and oil pump for the main transformer,
and cooling fans for the propulsion boxes. The power is distributed from
the three-phase bus in each 2-car unit.
The single phase 230 V AC is used for saloon lighting and power outlets
provided for e.g. vacuum cleaners. There are two socket outlets in the DTcar and one outlet in the M-car. The 230 V AC is arranged by two
secondary windings from a three-phase transform which is connected to
the three-phase bus on the primary side.
The battery power 110 V DC is used for operation and control of several
systems.
19
4. PROPULSION
The main task of the propulsion system is to convert the main transformer
output power into tractive power at the wheels of the vehicle. The
propulsion system consists of the following components:
Power electronic components
Traction converter
Filter box
Traction motor
Gearbox
Gear coupling
Reaction rod
Speed sensor
20
I.
POWER ELECTRONICS
a) Traction converter
b) Filter box
The filter box is located in the underframe of an M-car. The DC-link in the
filter box stabilizes the DC voltage from the line converter module (LCM)
to the motor converter module (MCM).
II.
MECHANICAL DRIVES
The single axle transverse drive system is of the partly suspended type. It
consists of an electric AC-motor, 2-stage gearbox with reaction rod and a
gear coupling. The traction motor is resiliently mounted to the bogie
frame. The gear unit is axle hung with parallel shafts and connected to the
bogie frame by a reaction rod. The reaction rod incorporates resilient
mounts which are suitable for the dynamic and static loading of the
system. A flexible tooth coupling between the traction motor and the
gearbox transmits the torque from the traction motor to the gearbox and
accommodates radial and axial movements between the motor and the
gear.
I.
Traction motor
Gear box
21
The gear box is a 2-stage helical gear, one end riding on the wheel axle
with parallel shafts.
III.
Gear coupling
Speed sensor
I.
BOGIE
The bogies are of conventional H- frame design, with air springs located
between the body bogie interface assembly and the bogie frame.
There are two different bogie types, trailer and power bogie. The key
bogie features are:
Power bogie:
2 power axles
Wheel mounted brake discs
Radial arm axlebox and primary coil spring, with additional
rubber spring
Airspring secondary suspension
Resiliently mounted traction motor
Axle mounted gearbox with resiliently mounted torque
22
Trailer bogie:
2 trailer axles
Wheel mounted brake discs
Radial arm axle box and primary coil spring, with additional
rubber spring
Air spring secondary suspension
Signalling equipment (mounted on lead bogie)
Flange lubrication (stick lubrication - on outer wheel set)
Axle and earth unit
Service brake units and 2 service/parking brake units with
release cable
23
II.
PRIMARY SUSPENSION
Radial arm
Coil springs
Shear pad
Rubber bumpstop
Vertical damper
Bumpstop pillar
Hard stop
24
III.
SECONDARY SUSPENSION
Airspring
Packer
Bogie frame
25
IV.
1 Lateral damper
2 Vertical damper
Fig. 30) Damper
1 Lateral bumpstop
Fig. 31) Bumpstop
26
Each bogie is fitted with an anti-roll bar in order to limit the rolling of the
carbody, caused by the soft secondary suspension. The anti-roll bar
consists of a torsion bar mounted underneath the bogie by means of
rubber bearings. The torsion axle connects the carbody using a link on
each side of the bogie.
1 Torsion bar
2 Vertical link
3 Rubber bearing
4 Pedestal cap
5 Body bracket
Fig. 32) Anti-roll bar
V.
LOAD TRANSFER
Secondary Suspension
Bogie Frame
27
Primary Suspension
Axle box
Wheel
Track
28
PURPOSE
II.
board
The CCU-C is the master of the management and control of all visual
information. Functions related to route set up, route control and predefined messages with regards to both visual and audio messages are
managed by PIS control. The functions are realized utilizing a high-band IP
Network.The safety critical functions are not managed/controlled by the
CCU-C.
III.
29
1 Microphone
2
Loudspeaker
3
Alarm push button
The Passenger Emergency Communication Unit (PECU) allows passengers
to communicate with the driver and is placed in the train on Audio & Data
Bus (ADB).PECU consists of a front cabinet with a rear lid and is located on
the draft screen. Data functions of PECU are to exchange serial data with
the PIS controller via the ADB and to receive digital inputs from the control
interface (switch inputs).
.
7. HVAC
a) PURPOSE
The primary function of the Heating, Ventilation and Air-Conditioning
(HVAC) unit is to achieve and maintain the acceptable indoor climate and
air quality for the driver in the cab area. Type DT car has additional air
conditioning unit for providing sufficient cooling for the drivers cabin. Each
Saloon Air conditioning (A/C) unit has a normal cooling capacity of 41 Kw
under design conditions i.e. 82 kW per vehicle.
Secondary functions are:
and
totally
interchangeable.
One
end
of
the
unit
is
a
compressor/condenser section, whereas the other is an air handling
section with evaporator, electrical heater, supply air fan, dampers etc.
Electrical installations, controller and emergency inverter are integrated in
the unit.
Fresh air is sucked in through weather grilles on the side of the unit. There
is a fresh air damper to close the fresh air intake for fire mode and precooling/heating mode.
Return air is sucked from the bottom of the unit and mixed with the fresh
air before passing evaporator and heater and then blown out into the duct
by the supply air fan. The return air intake has a damper to control the
return air flow and to close the return air intake during emergency
ventilation.
30
The air velocity through the evaporator and heater is kept low enough to
prevent condense water from being blown away from the evaporator.
Condenser air is sucked in from both sides of the unit, through the
condensers inside each inlet grill and blown out upwards.
Condenser fan
2 Compressor
3 High pressure sensor
4 High pressure switch
5 Low pressure sensor
6 Liquid line solenoid valve
7 Supply air fan
8 Unit heater 1 and 2
9 Hygrostat
10 Fresh air damper
11 Control panel (include return air temperature sensor, X01, X02, X03
and X04 mode switch)
12 Evaporator
13 Fresh air temperature sensor
14 Supply air temperature sensor
15 Emergency inverter
16 Condenser
17 Return air temperature sensor
Fig.34) Aircon
a) Compressor
31
There are four hermetic Copeland scroll compressors (ZRXM) per unit.
Refrigerant used is R407C.
The refrigerating output is produced by four scroll compressors in each
unit and is powered directly by the 3-phase auxiliary supply.
Refrigerant vapour returning from the evaporator at low pressure enters
the compressor, which compresses it. The refrigerant exits the compressor
as a high pressure, high temperature superheated gas via the
compressors discharge valves and flows to the condenser coils.
The compressor used in the refrigerating system is of a scroll type
(ZR72KCE-TFD-422). The compressor delivers all the superior benefits of
advanced
scroll
technology,
such
as:
-Quiet
operation
- Unmatched reliability with 70% fewer moving parts than comparably
sized
reciprocating
compressors
- Greater capacity at handling liquid and debris in the system
- High efficiency performance.
The compressor includes a temperature probe to protect the motor
against failures caused by overheating of the windings, which may be as a
result of the lack of gas or excessive starting cycles.
b) Condenser
32
Fig.36) Condenser
A condenser fan draws the ambient air and blows it through the
condenser coils. The condenser rejects heat to the ambient air from the
high temperature refrigerant gas which is being pumped from the
compressor. As the heat is rejected from the coil the refrigerant gas cools
and condenses into a liquid refrigerant.
c) Condenser fan
Condenser fan consists of fan blade, motor and grille. To ensure a high
heat transfer in the condenser coil , two axial fan-motor assemblies draw
cool ambient air from the top of the HVAC units and then discharge the
hot air back to ambient through the condenser coils in the two sides of the
HVAC unit.
Each condenser fan assembly contains a 415 VAC, 3 phase, 50 Hz motor
(1440 RPM), which supports a five bladed (710 mm diameter) axial fan
fitted in a precision hub and operating in a close-fitting ring . It must be
noted that the grille cannot be walked on.
33
d) Solenoid valve
Solenoid valve is used in liquid pipe after sight glass/moisture indicator
and before the expansion valve. Solenoid valve is used for controlling the
open and close of refrigerant flow. The valve is commonly used to replace
a manual valve or where remote control is desirable. The valve improves
system efficiency and maintains the refrigerant charge in the condenser
coil during the off-cycle of the compressor which prevents refrigerant
migration when long piping runs are used. If one of the refrigerating circuit
is shut off, solenoid valve can be operated on the half cold mode. Solenoid
valve can also be used for protection of HVAC unit in emergency.
1 Coil
2 Valve body
Fig. 38) Solenoid valve
34
e) Filter dryer
Filter dryer is mounted on the liquid line after the condenser and before
the sight glass/moisture indicator. The filter dryer removes moisture and
contaminants
from the refrigerant.
f) Sight glass
g) Expansion valve
Expansion valve is located after the solenoid valve and close to
evaporator. Expansion valve is used in refrigerating circuit as throttle
component. It can open to a certain degree according to the superheat of
the outlet of evaporator. Expansion valve is mounted after filter dryer, so
the potential debris in refrigerating circuit is filtered first. Through the
expansion valve, the high temperature, high pressure refrigerant liquid
35
h) PLC controller
The heart of the control system for the air conditioning unit is
programmable logic control
(PLC).Using a control program stored in the PLCs memory, the PLC close
or open electrical circuits connected to its outputs depending on the
status of inputs. When a component in the system fails, the PLC diagnoses
the problem and isolates the failed component.
Fig.42) PLC
i) Evaporator
The evaporator is made of stainless steel frame with copper tubes and
aluminium fins.The drain pan is made of stainless steel and the fins have
3 mm pitch.
36
37
k) Heating
Electrical heating is placed downstream from the evaporator. The heating
battery has two overheat protection devices, one with automatic reset and
one with manual reset. The latter is independent of the control system.
l) Emergency inverter
m)
38
The mode switch S01 is located in the underside of the HVAC unit, near
the return air inlet, there is an A/C system Mode selection switch. The
switch allows the operator to select the mode of the HVAC unit from the
following
3
modes:
OFF
ON
TEST.
a) Normal mode
In normal mode, the temperature and humidity is automatically controlled
with heating, cooling or ventilation.
At partial load, the system is able to reduce the indoor relative humidity
by sub-cooling and reheat the supply air. The power consumption is
reduced by reducing the fresh air flow in three steps in relation to the
passenger load.
In case one unit fails, the other unit will continue to work in normal
mode and continue to supply the saloon with conditioned air. Since the
available capacity for the saloon will be reduced to 50% the indoor climate
requirements cannot be met during all conditions.
b) Emergency mode
In case of loss of auxiliary power, the supply air fans are fed from
batteries via an inverter.
In this mode:
39
c) RAP mode
In case Reduced Auxiliary Power (RAP), one unit continues to operate in
normal mode whereas the other unit operates in ventilation mode with the
fresh air damper closed.
d) Pre-cooling mode
In pre-cooling mode, the fresh air intake is closed and use recirculated air
until a defined indoor temperature is reached.
e) Pre-heating mode
In pre-heating mode, the fresh air intake is closed and use recirculated air
until a defined indoor temperature is reached.
f) Off mode
In off mode, the units receive an off signal and shuts off.
g) Smoke outside mode
If smoke is detected by the smoke sensor or the driver activates this
mode, the supply air fan of the unit stops immediately and the fresh air
damper close. After the fresh air damper is closed the unit will start again
but only recirculate air.
h) Manual smoke outside mode
In manual smoke outside mode, the fresh air dampers will close to prevent
ingress of smoke and the unit then continues to operate as usual.
i) Start up self-test
Startup self-test is performed every time a unit is powered up. The
controller checks communication, sensors, dampers, functions etc. The
result of the test is sent to TCMS.
j) Test mode
Test mode is manually set from the HMI display or with a service computer
connected to the controller. During test mode the HVAC unit runs in
heating or cooling mode depending on the atmospheric condition. In test
mode the unit runs for 15 minutes.
TIMS
40
FAT probe
Programmable logic
RAT probe
Contactor
Compressor
Condenser
Filter drier
Solenoid or
cool-1 & 2
T-X valve
Evaporator
Supply fan
PURPOSE
41
II.
Service brake
Emergency brake
Back-up brake
Holding brake
Parking brake
Wheel slide protection
BRAKING MODES
a) Service brake
The service brake is the normal way to brake the train. The service brake
is achieved by use of the dynamic and friction brake system. The total
amount of brake effort needed to brake each car is calculated in the train
computer using the car weight and the requested retardation.
Normal service brake has a jerk rate limitation.
b) Emergency brake
The function of the emergency brake is to achieve as short braking
distance as possible and it provides the safest way to brake the train. The
42
emergency brake system uses only friction brake. Once applied, the
emergency brake cannot be released until the train has come to complete
stop. It is mainly activated via the emergency stop push button on the
driver's desk or the ATO/ATP system but can also be activated by putting
the master controller to emergency stop position.
Additionally the emergency brake can be activated at all time by deenergising the safety loop. The safety loop is designed to be energised
when all systems are OK and the train is energised. In order to energise
the safety loop, only one driver's key must be activated, the emergency
stop push button must not be applied and all supervised computers and
the ATP-system must be activated. If two driver's keys are activated at the
same time, the safety loop will be broken. This also applies when the key
is in OFF position.
The emergency brake has no jerk rate limitation.
c) Back-up brake
The back-up brake is used in towing situations and in case of failure of
electronic or electric control elements in the brake system.
d) Holding brake
The holding brake is applied automatically when the train is stopping and
the master controller is in its centre position (coast), for example, when
stopping at a station. It is initiated by the TCMS just before stop and at
stop using friction brakes only. The brake is load compensated and applies
a suitable brake force to hold the train on a slope. The holding brake also
prevents the train from rolling backwards during a start on a gradient.
The holding brake implements rollback protection which applies the brake
if the train moves in the unintended direction.
The holding brake is released when a certain amount of traction is
achieved.
e) Parking brake
43
The parking brake prevents the train from rolling when the train is
deactivated. Parking brake is applied in the event of low (or no) pressure
in the brake reservoir or by the push button in the cab. When no main
reservoir pressure is present, the parking brake is fully applied and is
capable of holding a fully loaded train at standstill at a gradient of 4%.
The parking brakes can be released by the push button when the
compressed air supply is present. With no air supply available, it is
possible to release individual parking brake units manually by a tool fitted
in the parking brake cylinder.
III.
The purpose of the wheel slide protection system is to prevent the wheel
from locking and to prevent slide of the wheel during brake application.
This decreases the stopping distance and increases the life of the wheel.
The BCU controls each car's wheel slide protection system. There is a
phonic wheel and speed sensor to measure the speed of the axle, if the
speed of any axle is exceeding the specified speed limit, the BCU operates
the dump valve to obtain an acceptable adhesion value.
IV.
The BECU commands the brake system and implement anti-skid functions
by evaluating the set points for the brake out of various input signals (e.g.
brake demand signals, speed signals or load signals).
BECU calculates the required brake force according to brake demand and
send electrical signals to the BCU.Every car have its individual BECU.
To achieve a comfortable ride in all braking modes, load correction and
wheel slide control and jerk control are active.
The BECU of RS-1 consists of the following PCBs and the same BECU is
known as BCU in RS-2 stock:
1. MB04B card-MB04B is a main board. It is loaded with application
software .It consists of a main board MB03B and a main machine interface
(MMI)
2. EBO1B Card- EBO1B is an extension board in ESPA system .The board
is used to enhance the input and output operations of the main board .The
EBO1B extension board provides relay outputs and optocoupler inputs and
outputs. EBO1B interfaces with the peripherals.
44
9. TCMS
The train control and management system, TCMS, is the system for
controlling and monitoring on board systems and subsystems.
The TCMS is a distributed computer system, where the units are placed
close to the systems they control or supervise in order to keep cabling to a
minimum.
The TCMS HMI displays are used for real-time reporting of the different
systems current status and performance, faults and failures of control
functions. The HMI displays are located in the drivers cab. Events are
displayed differently depending on the priority of the event. Higher
priority events always take precedence over events of lower priority.
The on board part of the train diagnostic system, TDS, is a sub-system of
the TCMS. The CCU-O (Central Computing Unit Operational) collects,
stores and acts upon relevant information about events, faults and vehicle
status from the connected systems. The event information stored in the
TDS database is presented on a colour touch screen, the HMI display on
the driver's desk and can be uploaded to an off board maintenance and
service system for long term storage and additional off line analysis.
The redundant concept is of type leader/follower. There are two CCU-Os
(pair) in each 2-car unit implementing redundancy with warm standby. In
case the leader CCU-O fails the follower CCU-O takes over leadership.
Both leader and follower are receiving and acting upon all signals but only
the leader has control. If the leader fails the follower becomes the new
leader and takes over the control.
45
10.
I.
CCTV
46
1 Storage module
2 Digital Video Recorders (DVR)
Fig. 49) DVR including storage module
II.
SALOON CCTV
47
1 Surveillance camera
2 PECU
Fig. 50) Camera coverage angels
48
in all the other cars. All images are streamed to the DVRs where they are
stored. The main function is recording in the saloon area. The images from
the platform are not recorded.
III.
A 4-car train has two cameras covering the platform, rear view video
monitoring system (RVVMS). The cameras are mounted in the end of the
train on both sides of cab. A six and eight car train has additional two
cameras mounted on the T-car.
49
50
11.
DOOR DESCRIPTIONS
The door system permits safe entry to and exit from the train cars. Also,
the doors provide physical, thermal and acoustic separation from external
environment.
Four types of door system are provided for the train. These are:
(a)Passenger or saloon door system
(b)Cab door System
(c)Emergency door System
(d)Partition Door system.
I.
Partition Door:
Partition door is a double hinged door located between the cab and the
saloon area in each DT car.
II.
Cab door:
Cab door can be accessed from outside with the Programmed card, thus
protecting the cab with unauthorized access and from inside the driver
can open the door with a handle.
The cab door is of sliding pocket design which makes it easier to slide
without much effort when the door is opened and closed.
The door locked status is monitored by the door close loop, TCMS (Train
Control and Management System) and is presented on the HMI (Human
Machine Interface) display. Opening of cab door turns on the cab interior
lights.
Traction Safe Loop is deactivated if any cab door is not closed.
III.
The role of each passenger door of the Delhi Metro RS2 is to:
51
The door leaves are actuated to the open and close position upon driver's
request.
The passenger doors also contain emergency opening devices and safety
features. Each car comprises eight passenger doors, 4 on each side.
These doors consist of two door leaves, sliding externally of the car body
walls, electrically operated.
Door operation:
The operation of the passenger saloon door system is controlled by Door
control unit that interfaces with the Train Integrated management system
(TIMS).
On the receipt of an command from DCU, the door locking system unlocks
the door and door Operating mechanism slides the door panels to their
open positons.Close limit switch and lock limit switch attached to the door
operating mechanism, notify the DCU whether the door is closed and
locked or not.
The major components of saloon door system are as follows:
1. Door Panel
2. Door control unit
3. Door Gear assembly
4. Door locking mechanism
5. Emergency release mechanism
6. Door isolation switch
Door Panels:
Door panels are of aluminium composite construction bonded using
aerospace technologies. Two No. of door panels (LH/RH) are provided in
each door.
Door Gear:
The Door Gear Assembly consists of:
Mainframe Assembly-The Mainframe assembly is located at the top of
each External slider Door system .This is the primary Fixing point for
mounting the door assembly into the car body.
Electric motor and Gearbox-The electric motor provides power for the
movement of door panels.
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IV.
Emergency door
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