AMITY INSTITUTE OF TELECOM TECHNOLOGY & MANAGEMENT

(A.I.T.T.M.)

AN INTERNSHIP EXPERIENCE REPORT BY

GAURAV AGGARWAL

ENROLMENT NO.-A1607106013

B.TECH (ELECTRONICS & TELECOMMUNICATION)

BATCH (2006-10)

INTERNSHIP WITH

SIEMENS Ltd.

UNDER THE GUIDANCE OF

Mr. AMIT GUPTA

(SENIOR MANAGER- TRANSPORT SYSTEMS)

DURING MAY-JULY 2009

CREDIT UNITS: 6 CREDITS

1
 Preface
Each and every report is prepared with a purpose. This report is also prepared
focusing on interpreting the relevant information of my Summer internship training.
This report aims at providing brief details about an ongoing project in the company
regarding the remote monitoring of locomotives. The project report focuses on
exploring ways to implement the various innovations taking place in the Locomotive
industry.
How these locomotive functions? What types of innovations have been brought in the
Locomotive industry? And most importantly what happens when some problems
bother these locomotives & how to solve these problems?

This book has been prepared to provide the answers to all these questions and also
discuss the various upcoming technologies. All the facts and figures mentioned in this
report are non-manipulative, true and best of my knowledge.

The diagrams and explanatory text in each section provide definitive, irrefutable
knowledge about the locomotives. This internship report will provide answers to the
few of the existing questions of the railway industry.

This report also includes the detailed profile of the Siemens Ltd. as per the various
sources within the company itself.

It is hoped that this book will be able to answer all the questions of the given context.

Finally, the successful completion of this project is attributed to my colleagues & my

mentor Mr. Sushil Madan. The internship training in Siemens Ltd. was the great
learning experience both at my academic & professional level.
Looking forward to the reply of my readers and teachers that has always been a great
source of inspiration and motivation for me.

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 ACKNOWLEDGEMENT

It is my proud privilege to acknowledge with respectful gratitude & heartiest thanks to

Mr. AMIT GUPTA & the entire staff at Siemens Ltd. for extending their utmost co-
operation to me in making this project. I received full guidance & encouragement at
every step during the course of my training.

I was given enough opportunity & resources to conduct full study on my project.

I am overwhelmed to receive such a cooperation & support from everyone & I am

grateful to everyone for that.

This report has been written by me and has not received any previous academic credit
at this or any other institution.

Last, but not the least, I would like to thank all the members of Siemens Ltd,
Transportation Systems division who have helped me to make this project a success.

(GAURAV AGGARWAL)

3
 ABSTRACT

The primal objective of this project has been to implement the remote monitoring on
locomotives by achieving synchronization of the control signals sent by the shed staff
and those received by the trailing (faulty) locomotive. This synchronisation is
required to control various equipments on the locomotive and to provide locomotive
fault diagnostics. To achieve this, 3 distinct objectives were to be accomplished.

First, the operation and functioning of a locomotive, in particular diesel locomotives

(also called ALCO locos), had to be understood. For synchronization to be achieved,
it is necessary that the critical processes in both the shed as well as the trailing (faulty)
loco needs top be simultaneous.

Second, since a gap of at least 1000 meters separates the shed and trailing loco,
hardwiring the locos is not feasible. Thus, an alternative wireless communication
device (preferably a Wireless modem) needs to be selected which would send the
control signals over the space to the trailing loco and receive the acknowledgements.

Third, based on the above chosen communication protocol, a device which satisfies
the operational requirements of the product under design was found and studied. This
device is finally proposed and referred to as REMMLOT (Remote monitoring &
management of locomotives & trains).

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 TABLE OF CONTENTS

INTRODUCTION 5

COMPANYS PROFILE 9

INTERNSHIP EXPERIENCE (MAIN REPORT) 21

APPENDICES 55

5
6
INTRODUCTION
Transportation has been a basic need of human beings since the dawn of civilization-
whether it was to carry big stone blocks for the pyramids or air-lift the first man to the
moon. Rail transportation came at a very late state, but it soon gained the first place in the
movement of a large quantity of men and material over long distances. Indian Railways is
committed to provide safe and efficient transportation system. In this context the
microprocessor used in the locomotive control promotes safety and improves flexibility
for the operation of Railways.

In the vast country like ours, with an increasing population & fast growing economy, the
demands of transportation & in general, rail transportation in particular have increased
significantly. Indian railways are under continuous pressure to continuously enhance &
improve the comfort quality of rail services.

To meet this, they have embarked upon a massive technology up gradation &
modernization of passengers & freight amenities.

Siemens has constantly supported the Indian railways by timely introduction of state of
the art technologies adapted to suit the local environmental conditions & strives to be a
high quality and reliable partner in their efforts.

Siemens has played a pioneering role in the introduction & installation of railway
signalling systems all over the country viz. relay based interlocking, track circuits &
motor operated point machines. Siemens has now brought their systems & products to the
doorstep of Indian railways. These include remote fed audio frequency coded jointless
track circuit, microcomputer based axle counter systems and point machine with external
clamp locks systems, would go a long way in enhancing passenger safety & comfort as
well as vastly improving the utilization of the existing infrastructure of Indian railways.

In keeping with the modernization program of Indian railways, siemens has already
diversified into the areas of rolling stocks. Today, Siemens is the largest supplier of light
rail vehicles in the world. Such vehicles would substantially mitigate the problems of
urban transportation in Indian cities with minimum maintenance and wear & tear.

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Siemens is also geared to take projects for urban transportation, overhead centenary &
long distance transmission lines as well as power supply.

With the increased use of microprocessor based control systems, the maintenance
personnel of sheds (the place where locomotives are attended) are able to get more
information about the locomotive which becomes normally available to the shed staff
only when the locomotive returns to the shed for scheduled maintenance.

WDG3A and WDM3D locomotives, commonly known as ALCO (American

locomotive company), are being fitted with microprocessor based control system which
can control the various equipments, provide online data from various sources & fault-
diagnosis capability.

It is, therefore, necessary to have a method of making this data available to shed staff or
anyone else online. This data from the microprocessor control system along with GPS
location information will be transferred at regular intervals to a central database using
commercially available CDMA & GSM cellular networks. This data is in turn made
available for viewing by railway staff through a secure password protected internet
website. The overall system is given the acronym REMMLOT (remote monitoring &
management of locomotives & trains) for convenience & identification.

REMMLOT is a network-oriented system connecting microprocessor locos in the field

with centralized server based management system through CDMA and/or GSM network
communication.

Now-a-days, DLW is manufacturing 100% ALCO locomotive with microprocessor

based control system provides an ideal platform for future requirements. Further it
was decided to fit Remote monitoring & management on Alco locomotives.

REMMLOT consist of -:

1) Locomotive and train management system (LTMS)

2) Locomotive remote monitoring system (LRMS)

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Brief working of REMMLOT

The entire REMMLOT system is clearly divided into locomotive remote monitoring
system (LRMS) and locomotive & train management system (LTMS). Both systems shall
seamlessly provide locomotive information remotely.

Locomotive and train management system (LTMS)

It is a centralized server hosted on the internet for entire Indian railways & has a static
IP address from which it can be accessed. Locomotive remote monitoring system
connects to this web address through a GSM or CDMA network and transmits
locomotive health status, diagnostics related data & other operational data.

Software hosted on the locomotive and train management server will receive all data
transmitted by a locomotive remote monitoring system & store data in a database
management system. Application software will interpret this data already acquired &
stored in database management system.

Locomotive remote monitoring system (LRMS)

It is a rugged stand alone embedded system mounted in the locomotive and connected
with the microprocessor through either serial or parallel bus. It will interface with
microprocessor control system & communicate with LTMS through commercially
available CDMA and/or GSM network.

LRMS shall consist of a microprocessor control system interface, data memory, CDMA
network interface card with antenna, GSM network interface card with antenna, GPS
receiver with antenna & other appropriate interfaces. Overall functioning of the LRMS
should itself be managed by microprocessor based hardware and embedded software.

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10
ABOUT SIEMENS
Siemens is one of the pioneers in the field of electrical & consumer electronics besides
being one of the leading solution provider to the industry. In a period spanning 154 years,
siemens has grown into a conglomerate with the workforce of nearly 4,80,000 employees
in over 190 countries with nearly 60,000 employees engaged in research & development
worldwide.

Siemens, a German company, was established in India in 1922 as an Indian entity.. it was
converted into public limited company in 1962. Siemens AG holds 51% of its equity &
nearly 55,000 Indian shareholders hold the balance 49%.

In last three decades, Siemens has played an active role in Indias technological progress
and has 8 manufacturing faculties, 19 sales offices, 11 service centres and over 300 channel
partners.

The company operates in core area of infrastructure including power, telecomm, healthcare
& transportation.

COMPANY HISTORY
1847-1865: Beginnings & early development
Werner von siemens was born in 1816 in Lenthe, Germany. He joined the Prussian army in
1835, where he spent three years studying mathematics, physics, chemistry & ballistics at the
Artillery and engineering Academy in Berlin. He was awarded his first Prussian patent in
1842-for an electrolytic method of gold & silver plating. His younger brother, Wilhelm, later
marked this invention successfully in Britain. In 1846, Werner von Siemens hit upon an idea
for improving the Wheatstone telegraph. Using simple means, he designed his own pointer
telegraph. He entrusted the apparatus construction to a mechanical engineer, Johann Georg
Halske. In Berlin in October 1847, they formed their own company, Telegraphen-Bauanstalt
von siemens & Halske and set up small workshop in back building at 19 Schoenberg strasse.
In 1847, Werner developed a gutta percha press that made it possible to create a seamless
insulation for copper wire.

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1865-1890: Welfare policy & International projects
Werner von siemens discovered the dynamo-electric principle in 1866. With the invent of
the dynamo, it became possible to generate and distribute electrical energy cost effectively
& in large quantities. In 1867, siemens secured the necessary patents in Germany and
Britain to enable the company to capitalize on its invention & then announced it to the
world. In the late 1870s, power engineering began to develop at breathtaking pace. in
1879, the first electric railway was presented at the Berlin trade fair, and the first electric
street lighting were installed in Berlin; the first electric elevator was built in Mannheim
in1880; and the worlds first electric tramway went into service in Berlin-Lichterfelde in
1881.

1890-1918: The Second Generation

In 1903, Siemens& Halske acquired Elektrizitats-Aktiengesellschaft vorm.Schuckert & co.,
merging it with its own power engineering unit to form Siemens-Schuckertwerke GmbH.
Advances in electrical engineering over the years had spawned new areas of activity
parallel to the two parent companies traditional power engineering and communication
engineering business & the purpose of the new company was to cover all areas of electrical
engineering. In 1903, Siemens and AEG co-founded Gesellschaft for brahtlose Telegraphy
System Telefunken, which specialized in developing the new field of radio. Siemens
expansion eventually necessitated concentrating manufacturing and administration at a
single, large-scale location. One interesting innovation to emerge in connection with the
creation of the new industrial park was the parallel development of an area of workers
housing, complete with requisite infrastructure.

1918-1933: A Period of Transition

Through the World War I, Siemens had lost 40 percent of its capital. Most of its foreign
assets and almost all of its patent rights had been expropriated. The most urgent tasks in the
immediate post-war years were to recognize the companys expanding manufacturing
operations and to revitalize foreign business. The formation of Siemens Planiawerke AG
led to the creation of Europes largest factory for the manufacture of carbon electrodes. In
1920, Siemens Schuckertwerke GmbH received the largest foreign contract awarded to any

12
German since the turn of century when it was hired to build a power plant on the Shannon
River.

1933-1945: The National Socialist War Economy

From 1933, National socialist economic policy pursed two primary goals: combating
unemployment & militarization of the German Economy. With these objectives in mind,
a four year plan was instituted in 1936 to ready the economy and the armed forces for war
within the space of a few years. The electrical industry received an increasing number of
orders from public offices and was drawn into the program of war preparations. This
marked the onset of a phase of rapid growth that continued through the end of World War
II. Increasingly, foreign civilians- men & women were employed in manufacturing.

1945-1966: Post-war Reconstruction & Emergence as a Global Player

In the afterneath of wars, deconstruction & the dismantling of industrial installations,
Siemens postwar reconstruction began in earnest in 1946 with the initial manufacturing
programs for public services and utilities, such as rail network,, the postal service and
power generation.

1966-1989: United under a Single roof

One of the most important milestones in the companys history came in 1966, when
Siemens & Halske AG, Siemens-Schuckertwerke AG & Siemens reiniger-Werke AG
pooled their activities and merged to form Siemens AG. At the same time, newly formed
company was structured specifically to meet the requirements of the technology sector &
its target markets. In 1969, the technical business units were consolidated into sin operating
groups: components, Data systems, Power engineering, Electrical Installation, Medical
engineering and telecommunications. A keen sponsor of cultural activities, Siemens
support art projects through a number of foundations and through the Siemens Arts
Program, launched in 1987.

13
1989-2003: Stepping into the Third Millennium
The organizational structure established in 1969 remained in place for 20 years and
governed how the company operated until the beginning of fiscal 1990, when siemens was
comprehensively re-organized. The primary objective of the new round of reconstructing
was to divide the companys large business units into smaller entities that would be better
equipped to operate successfully in what was becoming an increasingly complex global
marketplace.

Siemens- As of now (In India)

To meet the growing demand for industrial electronic products and systems, an ultra modern
factory was set up in Nasik. At Aurangabad, Siemens factory has gone on stream to
manufacture switchgear. The new factory in Goa manufactures top-of the-line diagnostic
equipment. Today, siemens provides state-of-art equipment for all the core industries. With
products as varied as Switchgear, motors, Drives & automation Systems, Power
Transmission and distribution systems, Power systems Automation, Railway and
Transport Systems, Medical Engineering & total solutions in telecommunications,
Siemens is keeping India in the frontline of international technology.

Being closely associated with Siemens AG, Germany gives Siemens India access to the
worlds latest development in every field. To meet the growing challenges in the global
market, associate/subsidiary companies have been formed:-

1) Siemens Information Systems Ltd. (SISL)

2) Siemens Public Communication Networks Ltd. (SPCNL)

3) Siemens Telecom Ltd. (STL)

4) Siemens NIXDORF Information System Ltd.(SNIL)

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Principles and Objectives of Siemens
To strengthen our customers to keep them competitive.

To push innovations to shape future.

To enhance companys value to open up new opportunities.

To empower their people to achieve world-class performance.

To embrace corporate responsibility to advance society.

Corporate Vision
To be Strategic Business Partner, Transforming Siemens into a World Class
Learning Organization creating Value for all its Stakeholders.

Corporate Mission
We want to be one of the most competitive companies in the field of electrical &
electronics engineering and set the place for advances.

Our aim is to provide products & services on the highest quality that offer maximum
benefits to our customers worldwide.

The creativity and commitment of our employees are the foundations of our success.

We want to achieve consistently high profitability to ensure our corporations future

and to increase the value of our shareholders investment.

We want to establish & maintain worldwide business relationships that are

constructive, long term and based on mutual trust.

We see ourselves as an integral of national economics and a strong sense of

responsibility towards society & environment.

15
ORGANISATION STRUCTURE & BUSINESS FUNCTIONS
The present organization structure is based on the following key business Functions:
Marketing and Project execution
Business development
Software development and maintenance
Engineering
System Integration
Sparse service
Central marketing

Chief Executive Officer

(Transportation)
Executive Vice President
Executive Vice President (Locomotives)
(DMRC)

Commercial (DMRC) IPS Delhi IPQ Mumbai

Technical Support IPS Chennai Commercial

Manager (Transportation)
Product Management IPS Kolkata

IPS Bangalore Executive (Transportation)

IPS Pune

IPS Hyderabad

IPS Ahemedabad

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Siemens is proud to be the one of the foremost companies contributing to their
might in speeding the nation in the 21st century.

SIEMENS GROUP IN INDIA- Business Profile

Power
Power Generation Division (PG)

Siemens Ltd.- Power transmission & Distribution Division (PTD)

Siemens Metering Ltd. (SPEL)

Siemens Power Engineering Ltd. (SPEL)

Industry
Automation & Drives Division (A & D)

Siemens Ltd.- Industrial Solution & Service Division (I & S)

Siemens Building Technologies Ltd. (SBT)

Communication
Siemens Ltd.- Enterprise Networks (ICN EN)

Siemens Ltd.- Mobile Phones (ICN MP)

Siemens Information Systems Ltd. (SISL)

Transportation
VDO India Ltd.

Health care
Medical Solutions Division

Siemens Hearing instruments Ltd. (SHL)

17
Different Areas of Siemens
ENERGY
Power Generation

Power Transmission & Distributed Systems

INDUSTRY
Switchgear

Motors, Drives and UPS System

Automation System

Project

COMMUNICATION
Private communication Systems

TRANPORTATION
Railway and Transport Systems (MOBILITY)

HEALTH CARE
Medical Engineering
(Magnetic Resonance Imaging, Nuclear Medicine Ultrasonography, Diagnostic Radiology)

MANUFACTURING
Quality Assurance

Training

Research & Development

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SEIMENS PRODUCTS
S.No. Products Where used Major clients

1. Industrial Electronics Products Rolling mills, Crane BHEL, Reliance,

& systems application, Motion control, Hindalco
Heater appln.

2. Programmable controllers Automation Industry L&T, Telco,

NTPC

3. Instrumentation & Control Medical Automation industry KEM hospital,

Electronics Tata Memorial

4. Process Control System Environment Engineering ABB Thermax

5. AC/DC variable speed Speed control application BHEL, Tata,

digital/analog drives Liberty NOCIL

6. Network Automation LAN, WAN Communication Mahindra,

Nerolac Paints,
Voltas

7. Products for rail transportations Railway coach Indian railways,

RCF, ICF

8. Automatic Warning Systems Railway Signaling Indian railways,

IRAN Railways

9. Inverter for AC coaches Air-conditioning of Indian Indian Coaches

Coaches

10. New Development by R&D Power suppliers, ELD Railways, EID

parry

SIEMENS LOCATIONS (INDIA & ABROAD)

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S.No. Name of the company Type Location
1. Siemens Ltd. Head office Navi Mumbai

2. Siemens technology R&D Munich, Germany

3. Siemens Ltd. Sales office Ahmedabad

4. Siemens Ltd. Sales office Chennai
5. Siemens Ltd. Works Baroda works
6. Siemens Ltd. Works Nashik works
7. Siemens rolling Stock Pvt. Subsidiary Mumbai
Ltd. (SRSPL) company

8. Siemens Building Regional office Bangalore

Technologies Pvt. Ltd.

9. Siemens Building Regional office Gurgaon

Technologies Pvt. Ltd.
10. Siemens Corporate Finance Group company Mumbai
pvt. Ltd. (SCFPL)

SIEMENS LATEST FINANCIAL SUMMARY

20
 Year Revenue Gross Operating Total Net Diluted EPS
Profit Income Income (Net Income)

Sep,08 111,68.9 30,396.6 -- 8,502.3 9.23

Sep,07 103,325.3 29,773.4 -- 5,759.0 5.85

Sep,06 110,780.5 29,828.6 6,313.2 3,847.7 4.14

* All amounts in millions of US Dollars.

PROJECTS & EQUITY INVESTMENTS

Jointly with its partners, Siemens invest in promising infrastructure projects
worldwide. Typical project volumes range from about EUR 100 mn to more than
EUR 1 bn.

Our activities focus on the energy sector, with participations in power plants,
transportation infrastructure projects (e.g. airports and railroad projects) and medical
technology projects.

Major affiliates include BSH Bosch und Siemens Hausgerte GmbH and Nokia
Siemens Networks. Nokia Siemens Networks combines Nokias Networks Business
Group and the carrier related businesses of Siemens Communications.

Siemens Appliances (BSH Bosch und Siemens Hausgerte GmbH)

The worlds third-largest manufacturer of household appliances, BSH offers an extensive

range of innovative products tailored to customer needs and global megatrends alike.

Nokia Siemens Networks (NSN)

As one of the top three players in todays telecommunications industry, Nokia Siemens
Networks has the assets impressive scale, global reach, in-depth expertise, an

21
innovative portfolio, a high-performance culture and a solutions focus to deliver on its
vision of connecting five billion people by 2015.

MAJOR BUSINESS COMPETITORS

Business Area Competitors

Power transmission & Distribution ABB, L&T
Information Communication Network
Medical Wipro, GE
Automation and Drives L&T, Allen Bradley

Mobile Communication Nokia, Ericsson, Samsung

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INTERNSHIP EXPERIENCE (MAIN REPORT)
The internship with Siemens Ltd. was quite an informative & a great learning experience.
The over-all exposure provided by the company
was of source immense help to me both at

23
academic and professional level. The learnings and the knowledge gained by me was
somewhat different and epitaxy to my existing knowledge.

Getting Started . . . .
Though the project allotted to me was not directly related to my field i.e. Electronics &
telecommunication but yet it follows a strong background in electronics
(eg.Microcontrollers) and various technologies of Telecom (CDMA, GPRS, GSM, GPS)
too.

The project basically deals with the implementation of remote monitoring system in the
Locomotives. The locomotives, in this case, are typical ALCO (American Locomotive
Company) based. Since the companys major clients include Indian Railways (IR). So, it was
indeed necessary that the developed software should be able to pass all the compatibility
tests of the Indian locos.

The Need for Remmlot

Before moving to the details of REMMLOT, let us discuss about the need of introducing the
concept of REMMLOT.

A host of qualities are needed to meet the demands of local as well as global Locomotive
Industry innovation along with the flexibility, world class quality, ability to integrate
components and systems, skills to meet production deadlines and delivery schedules to meet
long term engagements.

Siemens ability to continually meet these expectations has prompted the Indian locomotive
Industry to allow the Siemens transportation department to develop and introduce a system
that can enhance the capability & functionality of the locomotives. This calls for the existing
fault-diagnosis system to get replaced by more efficient and technically advanced system.

Thus, a device needs to be installed that can work at a greater speed, overcoming all the
deficiencies of the existing system. Therefore, a microprocessor based control system is
provided that can actually enhance the capability of the locomotive.

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 The presence of Microprocessor (RISC type p) based control system (Microcontroller) in
the locomotives, makes it possible to control various equipments on the locomotive, thus,
feeding the loco with online-data from various sources & providing the fault diagnostics
facility. These microcontrollers are installed mostly on latest technology WDM3D
locomotives.

With the increased use of these microprocessor based control systems, the maintenance
personnel of sheds (the place where locomotives are attended) are able to get more
information about the locomotive which becomes normally available to the shed staff
only when the locomotive returns to the shed for scheduled maintenance & out of course
repairs.

It is, therefore, necessary to have a method of making this data available to shed staff or
anyone else online without actually making the locomotive available to the shed staff.

Thus, handling the fault from remote location without handling it personally.

BASIC JARGONS AND DEFINITIONS USED IN LOCO INDUSTRY

DLW Diesel Locomotive Works

BG Broad Gauge 1676 m
IS Indian Standard
IR Indian railways

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IRS Indian Railways Standards
LRMS Locomotive Remote Management System
LTMS Locomotive and Train Management System
ALCO American Locomotive Company
TCP/IP Transmission Control Protocol/ Internet Protocol
GPS Global Positioning System
GSM Global System for Mobile Communication
GPRS General Packet Radio Service
CDMA Code Division Multiple Access
AAR Association of American Rail roads
SIBAS Siemens Railway Automation System

BASIC LOCO TERMINOLOGY

GAUGE: Distance between the rails.

W= Broad gauge (1676 mm)

[Max. in India & neighboring countries]

Y= meter gauge (1000 mm)

[Normally at hills due to limited track space]

Z= Narrow gauge (762 mm)

N= Narrow gauge (610 mm)

Standard gauge = 1435 mm

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[Most common in whole Europe & US]


A Rail Gauge

POWER SOURCE: Basic energy source for Locomotive

AC

Diesel

Dual power AC/ DC, DC

DC

LOAD: As driven by locomotive,

[ M= Mixed traffic
P= Passenger
G= Goods
S= Shunting
U= Multiple Unit (EMU/DEMU) ]

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 WHEEL ARRANGEMENT :
No. of powered wheel sets / No. of unpowered wheel sets

TRACTIVE EFFORT:

The force exerted by the Loco at the wheel rim of Locomotive before the wheels slip out of
control and is usually expressed in pounds (lbs) or kilonewtons (KN).

TE= . M
(where = Coefficient of adhesion, M= mass of the Locomotive)

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 COEFFICIENT OF ADHESION:
The factor used to determine the maximum tractive effort which can be applied by a
locomotive under a given rail conditions before slipping occurs. It is denoted Greek letter

and may vary between 0.1 and 0.4.

WHEEL SLIP:

The phenomenon caused on a locomotive or power vehicle by over applications of power

to the drive system relative to available adhesion. It can cause damage to the electric motors
and to the rails.

WHEEL SLIDE

The synonymous with skidding and usually caused by over-braking during poor adhesive
conditions. It is a common cause of wheel damages it produces a flat spot on the wheel
where the skid has occurred.

DRAWBAR PULL

The force transmitted to the coupling between the locomotive and the train. Because of the
friction of the mechanical parts of the drive and some wind resistance, the drawbar pulls
lesser than tractive effort (TE).

POWER

It is defined as the rate of doing work. It is expressed as Horsepower (hp) or KWatts.One

horsepower is the work involved by a horse in lifting 33,000 lbs to one foot in one minute. In
the metric system, it is calculated as the power (in watts) needed when one Newton of force
is moved one meter in one second.

P= (F*D) / t

(Where P is the power, F is the force, D is the distance & t is the time.)

One Horsepower equals to 746 watts.

29
A low speed and a high drawbar pull can produce the same power as high speed and low
drawbar pull. To achieve higher Tractive effort and high speed, power needs to be
increased.

WHEEL ON RAILS

The arrangement of wheels on rails is a very systematic and deliberate arrangement. It

consists of Axle, rails, flanges & track. The flanges should not touch the rails. Flanges are
only the last resort to prevent the wheels from derailing- A SAFETY FEATURE.

Coning- The inner wheel uses the outer edge of its tyre to reduce the distance travelled
during the passage round the curve.

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EXPLORING LOCOMOTIVES

Lets discuss about the locomotive control system first prior to the discussion of the
REMMLOT.

Overview
The microprocessor-based locomotives control systems shall provide extensive control,
monitoring and protection functions, which contains

Excitation of main alternator and auxiliary generators (battery charging)

Engine Control including Cranking

Propulsion including Transition

Auxiliaries control (Switching of fuel pump Motor)

Electro dynamic braking (EDB)

Wheel slip/ slide control of electric traction

Safety alarm and indication

Data logging and fault-diagnosis

Working Conditions
The microprocessor based control system is required to work in very hazardous
environment having oil, dust, vibrations, high temperatures & humidity combined with
high levels of electric surges, electromagnetic induction and radio frequency interference.

31
Locomotive Internal Architecture

The locomotive consists of the following equipments:

Prime mover:

- Diesel Engine / Catenary Voltage / Steam Engine

Secondary mover:

- Alternator / Transformer

Traction drives:

- DC Motors / AC Motors

Control devices:

- Control desks

Safety Devices:

- LOPS/ LWS/ OST/ PCS

Information devices:

-LEDs / Display

32
Control consoles:

-Control panel

Auxiliary controls:

-Battery charger/ Auxiliary drives etc.

There should be central coordinator to control and monitor all these equipments/ devices/
machines. This requirement calls for automated control system.

Some of the examples of the control system are as follows:

1. Static excitation control system.

2. E-type Excitation system.

3. Microprocessor based control system (currently in use)

33
Loco main components- Description

Diesel Engine: - It is the main source of power on board the locomotive. It

consists of 16-cylinders and is capable of delivering 3100HP of power. The ramp up
rate for the Diesel engine has been programmed as a total of 5 seconds per notch
(including 2.5 sec of governor) from the 1 st notch to 4th notch and 6 sec per notch
above 4th notch.

Main Alternator: - It is an electrical machine converting the mechanical power

obtained from the Diesel engine into three phase electrical power for traction i.e. for
moving the locomotive by providing supply to the traction motors.

Auxiliary Generator: - Electrical machine utilizing mechanical power from Diesel

engine to convert to electrical DC power for battery charging. Locomotives used to
operate passenger trains are equipped with an auxiliary generator. This provides AC
power for hotel load i.e. lighting, heating, air conditioning and dining facilities etc.
on the train.

Air Intakes: - The air for cooling the locomotives motors is drawn in from outside
the locomotive through air intakes and filtered to remove dust and other impurities.
Its flow is regulated by temperature, both inside and outside the locomotive.

34
 Rectifier: -This circuit converts three phase electrical power from the Main Alternator
to DC electrical energy for traction motors.

Control Stand :- This is the principle man-machine interface; it consists of the main
controller handle, engine control switch, speedometers; pressure, voltage and current
meters and other notches and controls which need to be operated manually by the
Driver.

Battery:-DC power source on the locomotive to serve auxiliaries on board the

locomotive.

Traction Motors: - Electrical machines converting electrical energy to mechanical

energy for moving the locomotive. The WDG3A locomotive consists of 6 traction
motors.

Drive Shaft: -The main output from the diesel engine is transmitted by the drive shaft
to the alternator at one end and the radiator fans at the other end.

Gear Box: -Drive to the fan is through a gearbox to change the direction of the drive
upwards.

Sand Box: -The locomotive carries sand in the sand box to assist adhesion in bad rail
conditions and to prevent slipping of the wheels.

Truck Frame: -This is the part carrying the wheels and traction motors of the
locomotive.

Locomotive Control Unit (LCU): -Microprocessor based system that manages

complete locomotive control with reading various commands from the locomotive
operator, managing the movement of the locomotive, control electrical breaking and
fault diagnosis.

35
WORKING OF LOCOMOTIVE

Main Alternator
Brake
G Rectifier
Diesel Engine ~ Resistors
Master
Governor
Controller

Aux.
Locomotive Control Unit Battery
Gen.
M/G M/G
Cranking Exciter

Drivers Aux. Reg. Main. Reg.

Display

M M M Traction Motors DC M M M

General overview of locomotive main components

A diesel electric locomotive is driven by DC series traction motors mounted on all the
driving axles independently. A traction alternator that is directly driven by a diesel engine
supplies electrical power to these motors. The traction alternator field is controlled by
control system through excitation control of exciter. The AG and the exciter are used as
motors powered by 64 V batteries for cranking the engine. Power level of the diesel
engine is set through a master controller which has eight settings called notch. Each
notch has a fixed rpm and power level.

The traction alternator field is excited by a DC exciter, which is directly connected

across the alternator field. A transistor working in switching mode in turn controls field of
the exciter. The ON/OFF control is done by Pulse width modulation (PWM). The
exciter is driven by alternator shaft by a gear train.

An auxiliary generator driven by a gear train mounted on traction alternator provides

power for electrical auxiliaries and also charges a 64 V battery floating across it. The
output of the auxiliary generator is regulated at 721 V.

36
At defined loco speeds motor transition (changing the traction motor combination from
series parallel 2S3P to parallel 6P) is done by control system to increase the loco/train
speed. In passenger or mixed type locomotives, field weakening is also done to increase
the loco speed.

During dynamic braking, the traction motor fields are disconnected from the motor
armatures and reconnected in series across the traction alternator. The motors now work
as separately excited generators and the current generated is dissipated in the resistor
grids.

Wheel slip is detected by comparing voltage across a slipping motor to a non-slipping

motor through a Wheatstone bridge circuit. The unbalanced voltage energizes a wheel
slip relay that causes reduction of alternator excitation through PWM to reduce the
traction output to wheel through wheel slip control mechanism. There are three such pairs
of motors connected in the above manner energizing three wheel slip relays.

These locomotives have a pneumatic brake system. The brake system may be either
pure air brake or pure vacuum brake or dual brake (i.e. provision of both the vacuum and
air brake). For cranking purposes, the auxiliary generator and the exciter are used as
motors powered by 64 V batteries.

The locomotive controlled by the LCU is designed to be operated in the following scope:

Single Unit

Multiple Unit (Master)

Multiple Unit (Slave)

Test Run without Traction Motors (Stationary with load box in shed)

37
Micro-controllers supported by Siemens
KM-DIREKT
It is a microprocessor based control system for rail vehicles which provides extensive
diagnostic functions and high availability. The system is configured modular out of a central
processing unit and different functional cards in a 19 rack with application specific
backplane wire-wrap wiring.

Since this system cannot afford to work in very harsh environmental conditions of the
Locomotives (as discussed above) so the system is modified and replaced by a system that
can sustain extreme locomotive conditions and moreover, this technology became very
obsolete and is hardly have any scope in the international market.

This has called for the replacement of KM-DIREKT with a new and improved
technology that has brought a revolution in the Locomotive industry. This system was
named as SIMCONTROL.

KM-DIRECT

38
 SIMCONTROL

A SIMCONTROL is the new series of microprocessor based control system developed

for 3100 HP WDG3A/WDM3D diesel electric ALCO locomotives by SIEMENS. From
the functional point of view, SIMCONTROL is complete successor of KM-DIREKT with
just a few architecture differences. The basic functions performed by KM-DIREKT
system are also valid for SIMCONTROL system such as:

- Diesel Engine Cranking

- Diesel Engine Speed control through Governor

- Propulsion Control including Transition & Reversing

- Excitation Control during Motoring & Dynamic Braking

- Battery Charging Regulation

- Vigilance Control
- Auxiliary Control

- Drivers Display

- Diagnosis

- Flasher Light Control

A SIMCONTROL

39
 KM-DIRECT Vs SIMCONTROL
The architecture comparison between the SIMCONTROL & KM-DIREKT is as follows:

1) Integrated Wheel slip & slide control in SIMCONTROL microprocessor against the
separate K-MICRO compact Wheel Slip & Slide Module in KM-DIREKT
microprocessor.

2) The terminological difference between the representation of the cards in SIMCONTROL

microprocessor based control system and existing KM-DIREKT system is as follows:

S. NO. KM-DIREKT SIMCONTROL

1 19 module rack with back plane 3 rack system (X, Y & Z) with back plane
wiring which integrates the connector connected with interface
functional circuit boards modules (IM-Y & IM-Z)

2 CRH12 Central Computer CPU Central Computer

3 Wheel Slip & Slide control card Counter Module card designated as X7 &
designated as -A10 X8

4 Power supply module for system Power supply module for system 24Volt
5Volt operating supply operating supply designated as PSU-5,
designated as -A90 PSU-6 & PSU-7

3) Integrated filter cards in AI cards for analog inputs in SIMCONTROL system as

compared to KM-DIREKT system.

4) The X-Connectors (X41/X42/X43/X44/X45/X46/X47) in KM-DIREKT system is

replaced by XR-Connectors (XR1/XR2/XR3) connectors in SIMCONTROL. The
existing KM-DIREKT X48 Connector is retained as such in SIMCONTROL system.

LOCOMOTIVES SUPPORTED BY SIEMENS

40
There are two types of ALCO Locomotives supported by Indian Railways that are
being fitted with Microprocessor based control system - WDG3A and WDM3D.

WDG3A WDM3D
W- Broad gauge W- Broad Gauge

D- Diesel D- Diesel

G- Goods M- Mixed (Goods/Passengers)

A- 100 HP (3A= 3100 HP) D- 300 HP (3D= 3300 HP)

WDG3A (above) and WDM3D ALCO locomotives

41
 Discussing REMMLOT

REMMLOT is a network-oriented system connecting microprocessor locos in the field

with centralized server based management system through CDMA and/or GSM network
communication. REMMLOT consist of two units -:

1) Locomotive and train management system (LTMS)

It is a centralized server hosted on the internet for entire Indian railways & has a static IP
address from which it can be accessed. Locomotive remote monitoring system connects to
this web address through a GSM or CDMA network and transmits locomotive health
status, diagnostics related data & other operational data.

2) Locomotive remote monitoring system (LRMS)

It is a rugged stand alone embedded system mounted in the locomotive and connected
with the microprocessor through either serial or parallel bus. It will interface with
microprocessor control system & communicate with LTMS through commercially
available CDMA and/or GSM network.

Data logger unit

ffff
Microprocessor Via LAN ports
(RISC (RISC (Ethernet)
type)
Microprocessos
type) LRMS

MODEM
Web server
GSM/ CDMA
Client
GPRS
LTMS

Physical set-up for REMMLOT

42
 Understanding the Set-up

RISC type microprocessor:

RISC (reduced instruction set computer) is a microprocessor that is designed to perform

a smaller number of types of computer instructions so that it can operate at a higher speed
(perform more millions of instructions per second, or MIPS). Since each instruction type
that a computer must perform requires additional transistors and circuitry, a larger list or
set of computer instructions tends to make the microprocessor more complicated and
slower in operation.

Modem:

The modem used, in case of Remmlot, is a wireless modem that can be perfectly placed
between the LTMS and LRMS. This modem should support either of GSM or GPRS
technology. Keeping this aspect in mind, some of the wireless modems that were selected
are: Typhoon, Moxa, Pheonix, Trio-DATACOM and Siemens.

With the stated operating system and service conditions and requirements, a search for
compatible modem that could be used for the remote monitoring of loco was initiated.
The following product was found to be suitable and hence was chosen for further study.

RS 232/485 Radio Modem by TYPHOON

The RF solutions typhoon RF modem provides fast and

reliable wireless data communications at an extremely
competitive price. Whilst the RF modem is simple to use it
is also highly adaptable and can be used in a wide variety
of applications. An addressed secure mode is also available.
The RF modem is configurable as a transparent
Typhoon Modem
wireless serial point-to-point link reproducing the function
of a half duplex serial cable. 43
Salient features:

Wireless half-duplex radio modem

RS232 and RS485 serial interfaces
RF power up to 500mW (+27dBm)
Range up to 4 km
Radio Baud Rate up to 38.4kbps
Serial baud rate up to 115.2kbps
Housed in a tough ABS enclosure rated IP68
Multiple radio channel operation
Powered from 9 to 12 V DC
Internal LED indication of power and communications
Configurable with standard Hayes AT commands

Modem Specifications:
General

Device Type Fax / modem

Enclosure Type External

Width 6.4 cm

Depth 9.6 cm

Height 2.2 cm

Price 19.96 pounds

Modem

Interface Type Serial RS-232 / Bluetooth

Connectivity Technology Wireless

Max Transfer Rate 56 Kbps

44
Protocols & Specifications Bell 103, ITU V.21, Bell 212A, ITU V.22, ITU
V.22bis, ITU V.29, ITU V.32, ITU V.32bis, ITU
V.34, ITU V.17, ITU V.23, ITU V.27ter, ITU V.80

Max Fax Transfer Rate 14.4 Kbps

Antenna External integrated

Expansion / Connectivity

Interfaces 1 x modem - phone line - RJ-11

1 x serial - RS-232 - 9 pin D-Sub (DB-9)
1 x network - Bluetooth

Miscellaneous

Cables Included 1 x phone cable

1 x serial cable

Power

Power Device Power adapter - external

Software / System Requirements

OS Required Microsoft Windows 98 Second Edition /

Windows ME, Microsoft Windows 2000 / XP

Min Processor Type Pentium II

Min RAM Size 64 MB

Environmental Parameters

Min. Operating Temperature 0 C

Max. Operating Temperature 50 C

Humidity Range Operating 10 - 90%

45
 Data logger unit:
It is a section that collects and stores all the health data associated with locomotive. The
LRMS basically comprise of this unit independently. It is connected with the microprocessor
through either serial or parallel bus via ethernet ports. It will interface with the
microprocessor control system and communicate with LTMS through commercially
available CDMA and / or GSM network via wireless modem (as specified above). It controls
the data that needs to be transmitted to the shed staff for locomotive diagnosis.

Client and web server:

The LTMS basically comprise of these two sections. These two sections work in the
same way as usual client-server model works.

The client sends the request to the web server. The server receives the request from the
requesting client. The server acknowledges the request and collects the data to serve the
client. Finally, the client may get the desired information about the locomotive and
follow-up with the diagnosis process.

Best suited technologies:

GSM
GSM (Global System for Mobile communications: originally from Groupe Spcial
Mobile) is the most popular standard for digital mobile telephone system in Europe and
other parts of the world. GSM uses a variation of Time Division Multiple Access
(TDMA) and is the most widely used of the three digital wireless telephone technologies
(TDMA, GSM, and CDMA). GSM digitizes and compresses data, then sends it down a
channel with two other streams of user data, each in its own time slot.

GSM is a cellular network, which means that mobile phones connect to it by searching
for cells in the immediate vicinity. GSM also pioneered a low-cost (to the network carrier)
alternative to voice calls, the Short message service (SMS, also called "text messaging"),
which is now supported on other mobile standards as well.

46
Mobile Frequency Range Rx: 925-960; Tx: 880-915
Multiple Access Method TDMA/FDM
Duplex Method FDD
Number of Channels 124 (8 users per channel)
Channel Spacing 200kHz
Modulation GMSK (0.3 Gaussian Filter)
Channel Bit Rate 270.833Kb

GSM: Technical details

GPRS

The General Packet Radio Service (GPRS) system is used by GSM mobile phones,
the most common mobile phone system in the world (as of 2004), for transmitting IP
packets. The GPRS core network is the centralized part of the GPRS system. It also
provides support for WCDMA based 3G networks. The GPRS core network is an
integrated part of the GSM network switching subsystem.

The GPRS core network provides mobility management, session management and
transport for Internet Protocol packet services in GSM and WCDMA networks. GPRS
utilizes up to eight 9.05Kb or 13.4Kb TDMA timeslots, for a total bandwidth of 72.4Kb
or 107.2Kb. GPRS supports both TCP/IP and X.25 communications.
GPRS implementation requires modification of existing GSM networks, because GSM
is a circuit switched technology while GPRS is packet oriented. GPRS enables packet
data (the same as is used by an Ethernet LAN, WAN or the Internet) to be sent to and
from a mobile station - e.g. mobile phone, PDA or Laptop.

GPRS represents the bridge between 2G and 3G mobile telecommunications and is

commonly referred to as 2.5G. A GPRS connection is established by reference to its access
point name (APN). The APN defines the services such as wireless application protocol
(WAP) access, short message service (SMS), multimedia messaging service (MMS), and
for Internet communication services such as email and World Wide Web access.

47
 Fixed/Mobile Mobile
Circuit/Packet Packet
Max Bandwidth 107.2Kb
Range Coverage area of host network
Frequency Frequency of host network
Host Network TDMA, GSM
Definer ETSI

GPRS: Technical details

GPS

The Global Positioning System (GPS) is a U.S. space-based radio-navigation system

that provides reliable positioning, navigation, and timing services on a continuous
worldwide basis. For anyone with a GPS receiver, the system will provide location and
time. GPS provides accurate location and time information for an unlimited number of
people in all weather, day and night, anywhere in the world.

The GPS is made up of three parts: satellites orbiting the Earth; control and monitoring
stations on Earth; and the GPS receivers owned by users. GPS satellites broadcast signals
from space that are picked up and identified by GPS receivers. Each GPS receiver then
provides three-dimensional location (latitude, longitude, and altitude) plus the time.

Knowing the exact location of

locomotives GPS has been a great benefit to
our riders. Each of the loco is fitted with a
GPS receiver and a communications system
that relays our position to our Internet site
on a real time basis. From there it is
available to any interested party who wants
to know where the loco is currently located
and when to expect it. This provides better
loco diagnosis & enhanced levels of safety.
48
 GPS satellite around earth

BASIC REMMLOT METHODOLOGY

BASIC REMMLOT METHODOLOGY

LOCO LOCO

A SIEMENS B

Remote Monitoring Overview

49
Explanation:

Data from the vehicle (central control unit, GPS and power meter module) is transferred to a
central computer by GSM (in future, also by GPRS for faster data transmission) and diverse
user groups (sheds, technical staff, etc.) can access the data via defined views.

Features:

Transfer of position, diagnosis & other health data.

Display of events (errors, faults, operating messages, etc.)

Fault evaluation with notes on diagnosis

Loco position display (text & map)

Interface to SIBAS expert

Freely configurable data transfer including password & key

ADDITIONAL REMMLOT FEATURES

Locomotive Data:
LRMS shall interface with the microprocessor locomotive control system to receive the
following data at the frequency mentioned.

Locomotive Health data- once every 10 to 30 minutes

Fault data with data packs- as and when fault occurs
Life time counters data & trip data counters- once every day
GPS location information only (optional)

Locomotive Health Data:

50
 It shall be transferred from microprocessor system to LRMS every 10 to 30 minutes.
Each data packet shall consist of following parameters.

Locomotive GPS position co-ordinates

Date and Time stamp

Notch position of Master controller

Speed of locomotive in kmph

Engine Lube oil pressure in Kg/cm2

Engine fuel oil Pressure in Kg/cm2

Engine temperature in 0C

Battery Voltage

Battery Charging/Discharging Current

Power Ground Leakage Current

Traction Alternator output Current

Fault data with data packets:

These shall be transferred from the microprocessor control system to the LRMS as when
a new fault occurs. This information shall consist of date/ time stamp, GPS location co-
ordinates, fault code, fault description and fault data packs for three seconds before the
fault and five seconds after the fault. The microprocessor control system also has a
mechanism for resetting active faults.

Life time data counters and trip data counters:

These might be available in the microprocessor control system shall be transmitted
from microprocessor control system to the LRMS once every day. This information is
accumulated since the commencing of the system.

51
 GPS location information:
Though GPS location co-ordinates are part of the locomotive health data packet. This
packet will contain only date/ time stamp and GPS latitude and longitude.

Frequency of data transfer:

The following guidelines shall govern submission of exact details of the frequency at
which the above data shall be transferred to LTMS database:

Locomotive health data shall be transferred every 10-30 minutes.

Fault data with data packets shall be transferred as soon as fault occurs.LRMS shall
place a new data call through CDMA or GSM network to communicate this information.

Lifetime data counters and trip data counters shall be transferred once every day. LRMS
shall club this information with the next locomotive health data transfer.

GPS location data shall be transferred from LRMS to LTMS at an interval to be

specified at a later time. This is an optional data packet that may not be required.

All of the above data shall be transferred along with a date/ time stamp and unique
locomotive number allocated by Indian Railways.

Communication with LTMS:

LRMS shall communicate with LTMS using commercially available CDMA and/ or
GSM network.

Communication Protocol:
The LRMS shall transmit the various kinds of data mentioned earlier to the LTMS by
making a data call on commercially available cellular network. Once the data is placed, the
LRMS shall using TCP/IP protocol to log into the LTMS system and transfer the
appropriate data.

Voice communication (optional):

52
 This feature may be optionally available to the locomotive pilot to make a voice call
using the CDMA and/or GSM data cards being integrated into the LRMS.

Locomotive and Train Management System :

This system shall comprise of one or more centralised high-end servers, connected to the
internet. The server(s) shall be hosted on the internet using a static IP address or a
registered website (preferable).

LRMS Communication module:

This software module shall have one internet interface that shall receive data from LRMS
using TCP/IP protocol. This communication module is only for receiving the data when
LRMS sets up a data call and this module does not initiate a communication with LRMS
on its own. When data is so transferred from the LRMS, the LRMS communication
module shall identify the nature of data, interpret it appropriately and save the data into a
database. For saving the data into the database, an appropriate interface with the Database
Management System shall be designed.

Database Management system:

A reputed and reliable Database Management System shall be used for storing and
retrieving the data. The database management system should handle requests from the
LRMS Communication module to store the data and the web application software to
retrieve the data.

Web Application Server:

An internet interface shall be provided for the Railway staff to log on to the LTMS
website using secure login and password. This interface will be hosting web application
software that will enable the user to view the data received from the LRMS system in
various formats.

53
 Application Software:
A user friendly, menu driven web application software shall be designed and developed
(preferably in MS-Excel) for LTMS website. After login and password authentication, the
user should be able to see the following data as well as formatted reports.

A Summary list of all locomotives fitted with LRMS hardware.

A Summary list of all faults on locomotives and also time period for consideration
(from & to dates). Indication should be provided if the fault is still active or not.

A list of alert messages filtered by Locomotive/ Shed/ Zone/ All Indian Railways and
also by time period of consideration.

Detailed listing of Locomotive Health data with data/ time stamp and GPS Location
details for a particular Locomotive.

Re-fuelling information for a particular locomotive with date/ time stamp.

Life-time counters data and trip counters data for a particular locomotive.

Monthly totals based on life-time counters data.

Summary page for particular locomotive with summarized data of all above data.

User Maintenance:
Any user who wants to login into the LTMS website should be an Indian Railways
authorized person. An appropriate mechanism should be available for adding/ removing
members and restricting their access only to particular locomotives/ sheds/ zones.

GPS location Data interface:

For future use, an interface shall be provided for other websites or software modules
elsewhere to acquire the GPS location data of specific locomotive.

Maintenance:

54
 The user should be responsible for the maintenance required for the web servers,
hardware application software, database management system and general website
administration.

ENVIRONMENTAL CONDITIONS

Max. Temp. 70 0C (Sun)

47 0C (Shade)

Min. Temp -20 0C

Humidity 10% (up to 100% in rainy season)

Altitude Max.1200 m above mean sea-level

55
Reference-site Ambient temp.- 47 0C
Temp. inside engine compartment- 55 0C
Altitude- 160 m
Annual Rainfall Between 1750 to 6250 (in mm)
Able to run at 5 Km/hr in a flood water (10.2 cm
above rail level)
Dust Extremely dusty & desert terrain in certain areas. The
dust content in air may reach as high as value as
1.6 mg/cm3
Atmospheric Condition Max. PH value- 8.5
Sulphate- 7 mg /lit.
Max. conc. of Chlorine 6 mg/lit
Max. conductivity- 130 micro Siemens per CM

Max. speed of locomotive 160 kmph

(Withstand shocks & vibration)
Interfacing For LRMS (via modem)
For LTMS (via modem)

Electromagnetic immunity 9KHz 80 MHz

range

PERSONAL LEARNINGS AND EXPOSURE

With the culmination of the project, following conclusions/ derivations can be made with
regard to what I learnt, the tasks I performed, my contributed to the company and the novelty
of the idea behind the project.

TASKS PERFORMED
Since the project was about the remote monitoring of locomotives, it was initially
required to get familiar with the brief & basic knowledge of the locomotives. The
complete study carried out by me throughout the internship training includes developing
a strong foundation in the area of Loco industry and proposing a mechanism for the

56
monitoring and the diagnosis of locomotives. The organised & focussed approach begins
with the most basic architecture of locomotive along with its all major components.

Moreover, some telecom and networking technologies were also implemented that were
significantly used during the course of my training. (for instance- GPRS, GPS, GSM,
TCP/IP etc.). These technologies feature the most significant part of my project. It was
therefore, necessary to learn about these technologies in details.

Looking at the hardware part of the Project, a wireless modem was required for
interfacing the two important locomotive units- LRMS & LTMS. This requires frequent
interaction with various electronic vendors (for eg. - Typhoon, Phoenix, Moxa, etc) that
could suggest us the most appropriate product suiting our requirements. As per our
specifications, the product should suitably work under the harsh & extreme conditions of
the locomotive and moreover, it should be compatible with GPRS & GSM technologies.

Since the Siemens major clients are IR (Indian Railways), so it was our responsibility
to make the REMMLOT understandable to the IR people. This calls for developing an
organised series of screen shots that enable a beginner to handle the device with ease.
These screen shots were developed using MS-Excel software.

The most interesting and informative task that I had performed was visiting the shed at
New Delhi railway station that helped me to understand the Locomotive in a much better
way and also gained bulk of fascinating knowledge about Indian Railways.

ACHIEVEMENTS AND BENEFITS

Being a part of well-established company like Siemens Ltd. proved to be a great
learning experience for me. The internship has not only helped me to polish my academic
knowledge but has also refined & brushed-up my communication skills.

In the term of the 2 months, not only did I get a clear understanding of the functioning
of locomotives (in terms of the various processes involved as well as the electrical
equipment details), I also learnt a lot about various wireless communication protocols.
Apart from this, since the screen shots of the device were prepared exclusively in MS-

57
Excel for the Indian railways, I gained an adequate and detailed knowledge of the
software. This was something entirely new and adds to my skill set which will definitely
help me later on in my professional life.

Briefly, the training experience with Siemens enabled me to gain an ultimate

professional knowledge. Moreover, I learned how the academic world differs from the
professional. The responsibilities, tasks, colleague interaction, vendor interaction are
some of my worth mentioning learnings in Siemens.

Not only this, I learned about the strength & importance of working in a team.
Moreover, I understood the various leadership and management qualities that a
professional should have.

The entire internship experience with Siemens was like an opportunity that one should
definitely aspire for. Looking forward to work with accompany like Siemens in future.

Being a part of well-established company like Siemens Ltd. proved to be a great

learning experience for me. The internship has not only helped me to polish my academic
knowledge but has also refined & brushed-up my communication skills.

CONTRIBUTION IN THE PROJECT

With a vast reservoir of academic knowledge gained till the completion of my third year,
I was able to contribute an appreciable of it to the company.

Had learned the various technical subjects like Data communication networks, Analog
Electronics, microwave and satellite propagation, I was in a position to understand the
companys various technical concerns and make the company aware about the latest
developments taking place in the various spheres. For eg.- DWDM technology in optical

58
communication was one such thing. The various types of switching packet, circuit &
message was another instance.

Having the sufficient electronics & IT knowledge, I made their database in the latest
Oracle 9i which was earlier used to be in Ms-Excel. This enables the company staff to
maintain and deal with the past and the present company records much more easily and
efficiently. It gives me a sense of immense pride in contributing something to a
prestigious company like Siemens.

Siemens Ltd. Is about to embark on designing a solution for the remote monitoring of
locomotives and the research done in this project, with regards to the comparison of
communication protocols as well as the various products already available in the market
which can be used to good effect, will give it a head start in terms of documentation
already done and the various problems encountered.

APPENDIX-I
(IEC Standards & Tests)
Taking a broader glance at the conditions & specifications of the electronic equipments,
one has to undergo a certain tests which can suitably analyse and guarantees the proper
functioning of these electronic equipments

There are certain tests that are recommended and specified for the electronic equipments
in railway applications. These tests are identified by the standard IEC (Same as the one

59
we use in engineering industry as IEEE). IEC is an acronym for International
Elecrotechnical Commission.

The IEC is the world's leading organization that prepares and publishes International
Standards for all electrical, electronic and related technologies collectively known as
Electrotechnology. The IEC also manages conformity assessment systems that certify
that equipment, systems or components conform to its International Standards.

IEC standards cover a vast range of technologies from power generation, transmission
and distribution to home appliances and office equipment, semiconductors, fiber optics,
batteries, solar energy, nanotechnology and marine energy as well as many others. In
telephony, IEC may also refer to an "interexchange carrier" (a long-distance carrier).

The following are the tests conducted on the electronic equipments in Rail applications:

Routine tests- These tests are conducted on routine basis (within a week, fortnight,
month or may be a year).

Type tests- These tests are conducted on the equipments depending on various
situations and conditions (as discussed briefly in the coming table).

Specification tests- These tests are performed on grounds of determining different

specifications for the equipments. These tests are optional and are rarely performed.

60
 TYPE TESTS REQUIREMENT FOR ELECTRONIC EQUIPMENT

S.NO. Clause No. of Standard Details of test

1. 10.2.3 of IEC 60571 Cooling test (Operating temperature)

2. 10.2.4 of IEC 60571 Dry heat test (Operating temperature)

3. 10.2.6 of IEC 60571 Supply overvoltages, surges and electrostatic

discharge tests.
4. 10.2.7 of IEC 60571 Transient burst susceptibility test

5. 10.2.8 of IEC 60571 Radio interference test

6. 10.2.9 of IEC 60572 Insulation test

7. 10.2.10 of IEC 60571 Salt mist test

8. 10.2.11 of IEC 60571 Vibration, shock and bump test

Apart from the above standards applicable for railway industries, there are various
other standards associated with other industries.

IEC 60038 Standard voltages

IEC 60076 Power transmission
IEC 60085 Electrical insulation
IEC 60096 Radio- frequency cables
IEC 60255 Electrical relays
IEC 60364 Electrical installation of buildings
IEC 60446 Wiring colors
IEC 60748 Semi-conductor devices
IEC 60793 Optical fibers
IEC 62270 Hydro-electric power plant automation
IEC 62040 Uninterruptible power systems
IEC 61603 Infrared transmission of audio/ video signals

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 APPENDIX-II
(Setting up of Test Bench)

Broad Scheme with Microprocessor based Locomotive Control System

To set up the test bench for the microprocessor based control unit one required to have a
broad idea of the conditions that actually exist in a locomotive. An extensive idea about the
peripherals attached to the KM-DIREKT and the various signals and conditions controlled by
it was a prerequisite.

The above given block diagram shows the microprocessor based control unit with its
peripherals as its exists in the WDG3A locomotive. The test bench thus designed is a
simulation of the conditions present in the locomotive such that the various quantities like
temperature, pressure and speed are sensed and calibrated as a measure of current and
voltage as it is impossible to create real-time conditions in a lab.

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 APPENDIX-III
(Modems & Drivers display)
As soon as the K-Terminal is powered up the following appears on the screen:
Diagnostic and extensive informative data is viewed on a 4 line text display of the
K-Terminal placed in the drivers cab. The following shows the sequence in which
the data appears on the Drivers Display.

Start Picture

F1 F2 F3 F4

Display
Diagnostics Parameter Input
Parameters

F1 F2 F3 F4 F1 F2 F3 F4 F1 F2 F3 F4

Diagnostics List Diesel Engine Generator Auxiliaries

Traction Motors
(history) (8 analog / 1 bin.) (5 analog values) (10 analog val.)

F1 F2 F3 F4 F1 F2 F3 F4 F1 F2 F3 F4 F1 F2 F3 F4 F1 F2 F3 F4

Miscellaneous Speed (rpm) Temperature Motor Current

Wheel Diameter Time K-MEMO
(2 analog / 6 bin.) (6 analog values) (6 analog values) (6 analog values)

F1 F2 F3 F4 F1 F2 F3 F4 F1 F2 F3 F4 F1 F2 F3 F4 F1 F2 F3 F4 F1 F2 F3 F4 F1 F2 F3 F4

Tree structure of drivers display

63
MODEMS: - Wireless modem has played a crucial role in this project. Apart from
Typhoon (that is used in the project) there are few other modems that could be used as
an alternative. Some of these modems are listed below along with their specifications.

PHOENIX

Design Light weight telecontrol tasks

Voltage 8-30 V DC supply Voltage
Data GPRS, CSD, SMS
Interfacing 9-way serial interface
Data rates bit rates up to 460
Frequency range GSM 900, GSM 1800 and GSM 1900
Operating temperature range -30-65 C
Relative humidity 5-80 %, non-condensing

Trio- DATACOM
Hardware Fully integrated radio, modem and data
multiplexer
Data rate 4800 and 9600 bps
Frequency Range 380-520 MHz
Tx Power 0.1 - 5W (+37 dBm) 1 dB
Modulation Narrow band digital filtered binary
Receiver Sensitivity GMSK
-118 dBm for 12 dB SINAD
Power Supply 13.8 V dc nominal (10-16 Vdc)
Weight 1 kg

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 MOXA
Extended operating temperature -30 to 75C
Standards GSM and GPRS
CSD Data Transmission Rate Up to 14,400 bps
Tx Power 1 watt GSM1800/1900, 2 watts EGSM
900/GSM 850
Baud rate 300 bps to 115.2 Kbps
Weight 150 5 g
Dimensions 27 x 123 x 79 mm (1.06 x 4.84 x 3.11 in)
Operating Humidity 5 to 95% RH
Input Voltage 12 to 48 VDC

MTBF (meantime between failures) 925627 hours

65
 Data Sheet

Student Details
Student Name Gaurav Aggarwal
Register Number A1607106013 Roll No BT(ETC)/06/20027
Email Address sairam_aggarwal288@yahoo.co.in Mobile No. 9210642360

Project Details
Project Title Remote monitoring & Management of Locomotives and Trains
Project Duration 2 months Date of reporting 19-05-2009

Organization Details
Organization Name Siemens Ltd.
Full postal address 4-A, Ring Road, I. P. Estate
with pin code New Delhi-110 002

Website address www.siemens.co.in

Supervisor Details
Supervisor Name Mr. Sushil Madan
Designation Executive - Engineer
Full contact address 4-A, Ring Road, I. P. Estate
with pin code New Delhi-110002
Email address sushil.madan@siemens.com Phone No (M) 9910096272

Faculty guide Details

Faculty Name Mr. V.K. Sharma
Full contact address Amity institute of Telecom Technology & Management, AUUP, Sector-
with pin code 125, Gautam Buddha Nagar, Noida.

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