Escolar Documentos
Profissional Documentos
Cultura Documentos
GGSIPU UNIVERSITY
Training In-charge
Delhi metro rail corporation Ltd.
Yamuna bank depot, New Delhi
Acknowledgement
Its a great pleasure to present this report of summer training in Delhi Metro
Security
Central industrial security force (CISF)
Closed circuit cameras
Dog squads
Emergency communication b/w passengers and driver.
DMRC NETWORK:-
CHARACTERISTIC
1. Dual Contact design (High reliability of interrupt and disconnect)
ATO
1. Control all operation from acceleration to stopping.
2. Realize driverless operation.
ATC
1. Used for making high speed operation.
2. It detect train position and transmit signal to control unit.
system as shown above. Speeds are not high, so three-aspect signals were not
necessary and yellow signals were only put in as repeaters where sighting was
restricted.
Many metro routes are in tunnels and it has long been the practice of some
The older, mechanical version is the train stop; the latter, electronic version
depends on the manufacturer. The train stop consists of a steel arm mounted
alongside the track and which is linked to the signal. If the signal shows a
green or proceeds aspect, the train stop is lowered and the train can pass
freely. If the signal is red the train stop is raised and, if the train attempts to
pass it, the arm strikes a "trip cock" on the train, applying the brakes and
preventing motoring.
(sometimes) their associated speed limits. On-board equipment will check the
train's actual speed against the allowed speed and will slow or stop the train if
any section is entered at more than the allowed speed.
The Overlap
If a line is equipped with a simple ATP which automatically stops a train if it
passes a red signal, it will not prevent a collision with a train in front if this
train is standing immediately beyond the signal.
Figure 2: Diagram showing the need for a safe braking distance beyond a
stop signal.
There must be room for the train to brake to a stop - see the diagram above.
This is known as a "safe braking distance" and space is provided beyond each
signal to accommodate it. In reality, the signal is placed in rear of the entrance
to the block and the distance between it and the block is called the "overlap".
Signal overlaps are calculated to allow for the safe braking distance of the
trains using this route. Of course, lengths vary according to the site; gradient,
maximum train speed and train brake capacity are all used in the calculation.
signal has an overlap whose length is calculated on the safe braking distance
for that location. Signals are placed a safe braking distance in rear of the
entrances to blocks. Signal A2 shows the condition of Block A2, which is
occupied by Train 1. If Train 2 was to overrun Signal A2, the raised train stop
(shown here as a "T" at the base of the signal) would trip its emergency brake
and bring it to a stand within the overlap of Signal A2.
Track-Circuited Overlaps
overlaps. A line which uses overlaps and has close headways could have a
situation as shown above where the train in the overlap of Signal A121 has a
green signal showing behind it. Although it is protected by Signal A123
showing red, the driver of Train 2 may see the green signal A121 behind Train
1 and could "read through" or be confused under the "stop and proceed" rule.
occupying the block protected by Signal A121, the signal is showing a red
aspect because the train is occupying the overlap track circuit or "replacing"
track circuit, as it is sometimes called.
This will give rise to two red signals showing behind a train whilst the train is
in the overlap. The block now has two track circuits, the "Berth" track and the
"replacing" track.
Absolute Block
Figure 6: Schematic showing the principle of the Absolute Block system. Signal
A127 is clear because two blocks in advance of it is clear. A125 shows a
danger aspect because one of the blocks ahead of it is occupied by a train.
Many railways use an "Absolute Block" system, where a vacant block is always
maintained behind a train in order to ensure there is enough room for the
following train to be stopped if it passes the first stop (red) signal. In Figure 6,
in order for Signal A125 to show a proceed aspect (green), the two blocks
ahead of it must be clear, with Train 1 completely inside the block protected by
Signal A121.
ROLLING STOCK
The first wave of rolling stock was manufactured by a consortium comprising
Hyundai Rotem, Mitsubishi Corporation and Mitsubishi Electric Corporation.
Initial sets were built by ROTEM in South Korea, with later examples
Delhi Metro has a fleet of 280 coaches, which DMRC runs as 70 trains every
day. Each train can accommodate about 1,500 people, 240 seated. Maximum
speed is 80km/h (50mph), with a 20-second dwell time at stations. Train
depots are located at Khyber Pass, Najafgarh, Shastri Park and Yamuna Bank.
In May 2011, BEML received a contract worth Rs9.2bn ($205m) from DMRC
to supply 136 intermediate metro cars. The delivery is expected to be
completed by December 2013.
vehicles in the middle of 2010. Deliveries under the new order are expected to
be completed between the third quarter of 2012 and early 2013.
DMRC received the first MOVIA metro car from Germany in February 2009.
The first 36 vehicles will be manufactured in Gorlitz, Germany, and the
The Metro uses rolling stock of two different gauges. Phase I lines use
1,676 mm (5.499 ft) broad gauge rolling stock, while three Phase II lines use
1,435 mm (4.708 ft) standard gauge rolling stock. Trains are maintained at
seven depots at Khyber Pass and Sultanpur for the Yellow Line, Mundka for
the Green Line, Najafgarh and Yamuna Bank for the Blue Line, Shastri Park for
the Red Line and Sarita Vihar for the Violet Line.
Broad gauge
The broad gauge rolling stock is manufactured by two major suppliers. For the
Phase I, the rolling stock was supplied by a consortium of companies
1178 and 1792 commuters per train respectively. The coaches possess several
improved features like Closed Circuit Television (CCTV) cameras with eight-
hour backup for added security, charging points in all coaches for cell phones
Bangalore. The trains are four-car consists with a capacity of 1506 commuters
per train, accommodating 50 seated and 292 standing passengers in each
coach. These trains will have CCTV cameras in and outside the coaches, power
supply connections inside coaches to charge mobiles and laptops, better
position. This prevents any kick from the pipe as it is disengaged. Closing the
angle cocks also has the effect of bleeding off the air trapped in the hose. The
angle cock has a special bleed hole for this purpose.
OB COMMUNICATION
Train radio system
The train radio system is the main link for non-safety critical vehicle
communication. The system can handle both voice and data communication
in order to
DT car
hifT-car
19 Trainborne rack
Radio centre/ bead (RCF-1)
Train radio control panel (TRCP)
1
1
1
Speaker
Handset
Antenna
Fist microphone
1
1
1
1
Train Control and Management System (TCMS):The function of TCMS is to control and monitor on board
systems and sub systems connected to the train
Carbody fittings
Brakes
Interior
Coupler
HVAC
Doors
Line voltage
Battery
ATP/ATO
Train radio
Air supply
Fire detection
CCTV
Units in TCMS
Unit
CCU-0
CC;U-C
MOBAD
MIO-DX2
MIO-DX3
MIO-DX4
AX
MCG
Antenna
DualBand
11M1
Combiner
DT
CAR
Central computing unitoperational
Central cornputing unitcomfort
Mode/Battery/Address unit
Modular digital input/output unit
Modular digital input/output unit
Modular digital input/output ur.:
Analogue input /output unit
Mobile communication gateway
1
1
3
2
1
1
1
1
1
1
M-
T-
CAR
CAR
1
1
1
1
1
TCMS software
Train diagnostic system (TDS) - uploader: Offers the user an
Drivers control unit (DCU) term: It is a software tool for the maintenance
personnel.
CCTV System (Closed-Circuit Television): The main function of CCTV system is to record the events in the saloon
area & Platform.
All images are streamed to the DVRs where they are stored.
The DVRs and remote units are connected to the TCMS via IP backbone.
The CCTV system via DVF-i will communicate with the TCMS via IP
backbone.
After the system start-up, tile video system starts recording images.
System de-activation:
ATP is the safety system which ensures that trains remain a safe distance a part
and have sufficient warning to allow them to stop without colliding with
another train. ATO (Automatic Train Operation) is the non-safety part of train
operation related to station stops and starts.
The basic requirement of ATO is to tell the train approaching a station where
to stop so that the complete train is in the platform. This is assuming that the
ATP has confirmed that the line is clear. The sequence operates as shown
below.
The train approaches the station under clear signals so it can do a normal run
in. When it reaches the first beacon - originally a looped cable, now usually a
fixed transponder - a station brake command is received by the train. The on
board computer calculates the braking curve to enable it to stop at the correct
point and, as the train runs in towards the platform, the curve is updated a
number of times (it varies from system to system) to ensure accuracy.
Modern systems require less wayside checking because of the dynamic and
more accurate on-board braking curve calculations. Now, modern
systems were developed to minimize the impact when a train delayed too long
at a station.
overstay their time at stations, so signaling was been developed to reduce the
impact on following trains. To see how this works, we begin with an example
As Train 2 approaches, it slows when the driver sees the home Signal A2 at
danger. Even if Train 1 then starts and begins to leave the station, Signal A2
will remain at danger until Train 1 has cleared the overlap of Signal A1. Train
2 will have to stop at A2 but will then restart almost immediately when Signal
A2 clears. This causes a delay to Train 2 and it requires more energy to restart
the train. A way was found to allow the second train to keep moving. It is
called multi-home signaling.
provision of more but shorter blocks, each with its own signal. The original
home signal in our example has become Signal A2A and, while Train 1 is in
the platform, it will remain at danger. However, Block A2 is broken up into
three smaller sub-blocks, A2A, A2B and A2C, each with its own signal. They
When Train 1 begins to leave the station, it will clear sub-block A2A first and
signal A2A will then show green. Train 2 will have reduced speed somewhat
but can now begin its run in towards the platform.
Multi Home Signaling - Run In
At this next stage in the sequence, we can see (left) that Train 1 has now
cleared two sub-blocks, A2A and A2B, so two of the multi-home signals are
now clear. Note that the starting signal is now red as the train has entered the
next block A1. Train 2 is running towards the station at a reduced speed but it
has not had to stop.
When Train 1 clears the overlap of signal A1, the whole of block A2 is clear
and signal A2C clears to allow Train 2 an unobstructed run into the platform.
ATO/ATP Multi Home Signalling
Fixed block metro systems use multi-home signalling with ATO and ATP. A
series of sub-blocks are provided in the platform area. These impose reduced
speed braking curves on the incoming train and allow it to run towards the
platform as the preceding train departs, whilst keeping a safe braking distance
between them. Each curve represents a sub-block. Enforcement is carried out
by the ATP system monitoring the train speed. The station stop beacons still
give the train the data for the braking curve for the station stop but the train
will recalculate the curve to compensate for the lower speed imposed by the
ATP system.
opening and closing the train doors at a station and restarting the train when
all doors are proved closed. Some systems are designed to prevent doors being
opened until the train is "docked" in the right place. Some systems even take
door operation away from the operator and give it to the ATO system so
additional equipment is provided as shown left.
When the train has stopped, it verifies that its brakes are applied and checks
that it has stopped within the door enabling loops. These loops verify the
position of the train relative to the platform and which side the doors should
open. Once all this is complete, the ATO will open the doors. After a set time,
predetermined or varied by the control centre as required, the ATO will close
the doors and automatically restart the train if the door closed proving circuit
is complete. Some systems have platform screen doors as well. ATO will also
provide a signal for these to open once it has completed the on-board
Once door operation is completed, ATO will then accelerate the train to its
cruising speed, allow it to coast to the next station brake command beacon and
then brake into the next station, assuming no intervention by the ATP system
Functions of ATP
To prevent trains from running too fast.
To prevent collisions between trains and buffer stops.
To safeguard the movement of trains through points.
an occupied block as the overlap. Thus, in a full, fixed block ATP system, there
will be two red signals and an unoccupied, or overlap block between trains to
provide the full safe braking distance, as shown here (click for full size view).
As an aside, remember that, although I have shown signals here, many ATP
equipped systems do not have visible line side signals because the signal
indications are transmitted directly to the driver's cab console (cab signaling).
On a line equipped with ATP as shown above, each block carries an electronic
speed code on top of its track circuit. If the train tries to enter a zero speed
brake application. It was a simple system with only three speed codes normal, caution and stop. Many systems built since are based on it but
improvements have been added.
ATP Speed Codes
A train on a line with a modern version of ATP needs two pieces of
information about the state of the line ahead - what speed can it do in this
block and what speed must it be doing by the time it enters the next block. This
speed data is picked up by antennae on the train. The data is coded by the
electronic equipment controlling the track circuitry and transmitted from the
rails. The code data consists of two parts, the authorised speed code for this
block and the target speed code for the next block. The diagram below shows
how this works.
However, when it enters Block A4, the code will change to 40/25 because the
target speed must be 25 km/h when the train enters the next Block A3. When
the train enters Block A3, the code changes again to 25/0 because the next
block (A2) is the overlap block and is forbidden territory, so the speed must be
zero by the time train reaches the end of Block A3. If the train attempts to
enter Block A2, the on-board equipment will detect the zero speed code (0/0)
is acting as the overlap or safe braking distance behind the train occupying
Block A1.
braking somewhere around the brake initiation point because he would see
the 40/25 code on his display and would know, from his knowledge of the
line, where he will have to stop. If signals are not provided, the signal positions
point or, more simply, by the change in the coded track circuit. Both systems
are used by different manufacturers but, in both, the train passes through a
series of "speed steps" to the signaled stop.
When the first train clears Block A1, the codes in Blocks A2, A3 and A4 will
change to the next speed up and any train passing through them will receive
immediately a new permitted speed and a new target speed for the next block.
Distance-to-Go
The next stage of ATP development was an attempt to eliminate the space lost
by the empty overlap block behind each train. If this could be eliminated, line
target speed. As it continues towards the zero speed block A2, it gets a further
target speed reduction at each new block until it stops at the end of Block A3.
It will stop before entering Block A2, the overlap block. The braking curve is
shown here in brown as the "standard" braking curve.
closer (A5 instead of A6) to the occupied block, before it gets a target speed
reduction. However, to get this close to the occupied block requires accurate
stopping point and using a line map contained in the computer's memory. The
new curve is shown in blue in the diagram. A safety margin of 25 meters or so
is allowed for error so that the train will always stop before it reaches the
critical boundary between Blocks A2 and A1.
Speed Monitoring
Both the older, speed step method of electronic ATP and "distance-to-go"
require the train speed to be monitored. In Fig 8 above, we can see the
standard braking curve of the speed step system always remains inside the
profile of the speed steps. The train's ATP equipment only monitors the train's
speed against the permitted speed limit within that block. If the train goes
the code, the train is also told how far ahead the stopping point is. The onboard computer knows where the train is now, using the line "map" embedded
in its memory, and it calculates the required braking curve accordingly. As the
train brakes, the computer checks the progress down the curve to check the
train never goes outside it. To ensure that the wheel revolutions used to count
the train's progression along the line have not drifted due to wear, skidding or
sliding, the on-board map of the line is updated regularly during the trip by
fixed, track-mounted beacons laid between the rails.
Operation with Distance-to-Go
Distance-to-go ATP has a number of advantages over the speed step system. As
we have seen, it can increase line capacity but also it can reduce the number of
track circuits required, since you don't need frequent changes of steps to keep
adjusting the braking distance.
The blocks are now just the spaces to be occupied by trains and are not used as
Systems vary but often, several curves are provided for the train braking
profile. This example shows three: One is the normal curve within which the
train should brake, the second is a warning curve, which provides a warning
emergency brake if the driver does not reduce speed to within the normal
curve.