SHOBHIT UNIVERSITY

(MEERUT) AN INTERNSHIP EXPERIENCE REPORT BY

DEEPIKA GOYAL ROLL NO.-MRT07UGBEC057

B.TECH (ELECTRONICS & TELECOMMUNICATION)

BATCH (2007-11)

INTERNSHIP WITH

SIEMENS Ltd.

UNDER THE GUIDANCE OF Mr. MUJAHID ALI

(SENIOR MANAGER- TRANSPORT SYSTEMS)

DURING JANUARY-MAY 2011

Preface
Each and every report is prepared with a purpose. This report is also prepared focusing on interpreting the relevant information of my 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. Mujahid Ali.. 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.

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 cooperation 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.

(DEEPIKA GOYAL)

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).

TABLE OF CONTENTS

INTRODUCTION
COMPANYS PROFILE INTERNSHIP EXPERIENCE (MAIN REPORT) APPENDICES

5 9 21 55

INTRODUCTION
Transportation has been a basic need of human beings since the dawn of civilizationwhether 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. 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)

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.

1 SIEMENS
1.1 History
From a humble workshop to a global enterprise

Siemens was founded in Berlin by Werner von Siemens in 1847. As an extraordinary inventor, engineer and entrepreneur, Werner von Siemens made the world's first pointer telegraph and electric dynamo; inventions that helped put the spin in the industrial revolution. He was the man behind one of the most fascinating success stories of all time by turning a humble little workshop into one of the world's largest enterprises. As Werner had envisioned, the company he started grew from strength to strength in every field of electrical engineering. From constructing the world's first electric railway to laying the first telegraph line linking Britain and India, Siemens was responsible for building much of the modern world's infrastructure. On October 12, 1847, 160 years ago Werner Von Siemens and his partner , Johann George Halske, opened their new company Telegraphen-Bauanstalt von Siemens & Halske in Berlin. Thus began a success story. From a modest garage workshop in Berlin, their company ultimately developed into a world class enterprise with more than 80 billion pounds of global sales and 461,000 employees on all continents and from all cultures of the world. In 1846, Werner von Siemens hit upon an idea for improving the Wheatstone telegraph. Using just simple means cigar boxes, tinplate, pieces of iron, and some insulated copper wire he designed his own pointer telegraph. He entrusted the apparatus construction to a mechanical engineer, Johann Georg Halske, who was won over by its simplicity and reliability. In Berlin in October 1847, the two men formed their own company, Telegraphen-Bauanstalt von Siemens & Halske, and set up a small workshop in a back

building at 19 Schneberger Strasse. A week after the company was founded; the design of the pointer telegraph was awarded a patent in Prussia. In 1847, Werner von Siemens developed a gutta percha press that made it possible to create seamless insulation for copper wire. This and the pointer telegraph marked two key advances on the road toward modern telecommunications. A year later, the company received a government contract to install a telegraph line between Berlin and Frankfurt/Main the companys first major success. Siemens is today a technology giant in more than 190 countries, employing some 440,000 people worldwide. Work in the fields of energy, industry, communications, information, transportation, healthcare, components and lighting has become essential parts of everyday life. While Werner was a tireless inventor during his days, Siemens today remains a relentless innovator. With innovations averaging 18 a day, it seems like the revolution Werner started is still going strong.

1.2 SIEMENS AG
Siemens AG (Berlin and Munich) is a global powerhouse in electronics and electrical engineering, operating in the industry, energy and healthcare sectors. For over 160 years, Siemens has stood for technical achievements, innovation, quality, reliability and internationality. Siemens has been synonymous with international focus and worldwide presence for 160 year. Today, Siemens is a global powerhouse with activities in nearly 190 regions. It is present in the following continents: Africa The Americas Asia Australia and Oceania Europe

The company has around 4,00,000 employees (in continuing operations) working to develop and manufacture products ,design and install complex system and projects ,and tailor a wide range of solution for individual requirements.

Siemens put strong emphasis on R&D with over 4500 employees engaged in this key activity and contributing to approximately 8% of the turnover. On an average Siemens spends DM 35 million a day on R&D centers in Europe and USA apart from Germany.

1.3 Short Portrait of Siemens:

In 1847, Werner Von Siemens designed a pointer telegraph that was faster & more reliable than any other device of its kind. Three core companies were combined to form Siemens AG [Aktiengesellschaft] in 1966 & reorganization in 1969 and then various segments the precursors of todays group were formed in the Basic Organization Of Siemens AG. At the same time sub groups were converted into independent companies like Bosch- SiemensHausgerate - Gmbh. The history of Siemens is filled with technological milestones: the pointer telegraph and dynamo, the electric train and the electric street light, the electron microscope and cardiac pacemaker, electronic automation and the worlds largest and most powerful Gas Turbine. In 1881, Siemens Brothers built the worlds first public sector power plant in Godalming in the south of England. The facility generated electricity for street lights. It did this, by the way, with zero carbon di oxide emission, since it was driven by hydraulic energy from the river Wey. In 1884, Siemens used electricity to light up posch Berlin boulevard unter den Linden. In addition to its electric generators and transformers business, the company also began making steam turbines in the 1920s. Other innovations were worlds electric locomotive (1879) and the worlds first electric streetcar (1881).The first national subsidiary was established in Russia in 1855, followed by an English subsidiary in 1858.

Various Discoveries in the History of Siemens

1847 1925 1929 1932 1934 1950 1956

Founding year Enter the oven Fully electrified kitchens in Berlin First washing machine with heater Granddaddy of all electric cookers The Siemens automatic hotplate Laundry moves upstairs

1906 First against dust 1928 Washing in any position of the wash copper 1930 First refrigeration comfort 1934 The whispering vacuum cleaner 1938 Rolling out the first compressor refrigerators 1950 Conserving energy through laundry spin drying 1960 The miracle of space in the

1962 1969 1970 1973 1980 1984 1987 1989

The first universal built in cooker The fitted kitchen as a status symbol Oven carriage and pyrolytic self cleaning Coffee with more flavor and aroma Desire for kitchen harmony Home appliances say what they need Dishwasher ,45 cm wide Washing at a higher level of environmental consciousness Increased savings for dishwasher Induction. Electrical cooking with the characteristics of gas Cooking zones with boiling over Into the next millennium. The simple way World Exposition EXPO 2000 in Hanover Worlds easiest dishwasher

refrigerator 1964 The first dishwasher 1970 Lifestyle of breakfast 1970 Laundry with total comfort 1976 Laundry drying, everywhere 1981 Hot news about cooker developments 1985 Aqua stop provides water damage protection 1988 0 degree c keeps freshness 1989 New laundry technology : AquaTronic scoop and shower water system 1994 World premiere of top basket dishwashing 1996 Aqua-sensor .Laundry and savings 1998 Fully electronic ,super easy ,EPS 1999 Contribution to the working atmosphere 2001 Succulent world first

1990 1995 1997 1999 2000 2002

1.4 Corporate Divisions

a.

Management:-

Peter Lscher (formerly of Merck) is the current president and the CEO as of July 1, 2007. He succeeded Dr. Klaus Kleinfeld after the scandal charges of bribery against Siemens. Gerhard Cromme is the current chairman of the supervisory board of Siemens AG. He succeeded Dr. Heinrich von Pierer on April 26, 2007.
b.

Organization structure:-

Since 1 January 2008, the company is divided into 3 sectors and a total of 15 divisions.

Industry Sector (led by Siegfried Russwurm) o Comprising six sub-divisions: Industry Automation, Motion Control, Building Technologies, Industry Solutions, Mobility (See Siemens Mobility) and Osram Energy Sector (led by Wolfgang Dehen)

Comprising six sub-divisions: Fossil Power Generation, Renewable Energy, Oil & Gas, Service Rotating Equipment, Power Transmission and Power Distribution Healthcare Sector (led by Hermann Requardt) o Comprising three sub divisions: Imaging & IT, Workflow & Solutions and Diagnostics
o

In addition two other organizations Siemens IT Solutions and Services and Siemens Financial Services were part of the group, providing services to the other divisions

The following block diagram denotes the various divisions and sub-divisions of SIEMENS and its past achievements and its role in Global and Indian Industry.

SIEMENS

INDUSTRY
AUTOMATION MOTION CONTROL INFRASTRUCTURE INDUSTRY SOLUTIONS MOBILITY OSRAM

ENERGY
FOSSIL POWER RENEWABLE ENERGY OIL & GAS SR EQUIPMENT POWER Tx POWER Dr.

HEALTHCARE
IMAGING & IT WORKFLOW & SOLUTIONS DIAGNOSTICS

1.5 SIEMENS INDIA:INDIA- THE TECHNOLOGICAL DIMENSION

It is difficult to envisage today, a world without electrical and electronic power. Expert predicts that the demand for electrical energy will increase by leap and bound long after the close of the millennium. In fact, the pulse of a nations progress can be gauged from electricity flowing in the power lines. Indias rapid strides in the economic and technologies fronts would not have been possible without pragmatic policies and farsighted investments in electronic systems and electrical power generation. While the sources of energy are being continuously explored to augment existing per generating capacities, the optimal utilization of power will remain the focal point. In generation distribution and control therefore, newer technologies will become overriding criterion. All this call for an integrated approach from all the sectors in achieving the total; energy management, which will dicta to a significant extent the scope and trends of Indias progress to meet the global changes. Siemens hi-tech approach in the field of power engineering and automation system, medical engineering and telecommunication will continue to provide synergy to the coordinated efforts to bring India closer to the frontiers of accelerated progress. In the coming years as India emerges as the super power, the technological dimensional role in making this happen. While the sources of energy are being continuously explored to augment existing per generating capacities, the optimal utilization of power will remain For more than 50 years, Siemens has been active in India, where it holds leading positions in the Energy, Industry and Healthcare Sectors, while Siemens IT Solutions and Services operates across all three Sectors.

Siemens remain a strategic hub for a large part of Siemens Businesses. The Siemens group in India is a unique player in the field of electrical and electronics engineering. Established in 1922, it was incorporated as a company in 1957 and in 1962 was converted into a public limited company with 51% of its equity held by Siemens AG and the remaining 49% held by Indian shareholders. We have the capability in integrate diverse products, systems and services into turn key solution across the life cycle of a project. Innovation is our strength .But its not only one .Our customer also know that they can rely on us to execute quality projects, while delivering value.

Siemens long association in India began in the year 1867 when Werner Von Siemens personally supervised the laying of the first transcontinental telegraphic line between Calcutta and London. Siemens has played an active role in the technological progress experienced in the last three decades. In the 60s the nations expanding investments in the power generation called for a range of high quality electrical and auxiliary equipments. Siemens grew out of response to this need. First in a small way assembling switchboards at workshop in Bombay and Calcutta with products as varied as Switchgears, Motors, Drives and Automation, Power system automation, Railway signaling system, Medical engineering and telecommunication equipments.

Siemens extensive network in India includes 10 manufacturing units, 12 sales office, 30 representatives, 350 dealers and system houses .Being closely related to Siemens AG, Germany gives Siemens India access to the worlds latest developments in every field. Siemens technology has been made available to the reputed Indian organizations in the form of collaboration agreements with BHEL, BEL, HMT, ECIL and Mafatlal Industries to name a few. Besides associates and subsidiary companies have formed like: Siemens Business Communications Systems Limited (SBCSL) Siemens Information System Limited (SISL) Siemens Communication Software Limited (SCSL) Siemens Public Communication Network Limited (SPCNL) Siemens Metering Limited(SML) Information Communication Mobile(ICM) Information Communication Network(ICN)

Siemens with its global experience and expertise in the above sectors has helped to keep India in the frontline of International Technology. In all areas of our operation, we provide the complete range of offerings. In the Energy sector, our expertise ranges from power plants to turbines and in the Industry sector, we build airports as well as contactors. In Transportation, we deliver complete high

Speed trains, right down to safety relays, whereas in Lighting, we illuminate large stadiums and also manufacture small light bulbs. In Healthcare, we execute complete solutions for

hospitals as also provide in the canal hearing aids. And, the thread that connects all our businesses is Information Technology.

1.6 ENERGY Siemens Energy Sector is the worlds leading supplier of a wide range of products, solutions and services for power generation, transmission and distribution as well as for the production, conversion and transport of the primary fuels oil and gas. They are the only supplier worldwide with comprehensive knowhow encompassing the entire energy conversion chain and, in particular, plant-to-grid connections and other types of interfaces. They focus primarily on the requirements of energy utilities and industrial companies particularly those in the oil and gas industry. Siemens Energy has about 88,000 employees worldwide. In fiscal 2010, the Sector generated total revenue of 25.5 billion and profit of 3.6 billion.

Siemens Energy Sector is one of the worlds leading suppliers of a wide range of products, solutions and services in the field of energy technology. It enables customers to generate, transmit and distribute electrical power at the highest levels of efficiency. They also help them produce, convert and transport the primary fuels oil and gas. They are the only manufacturer worldwide with knowhow, products, solutions and key components spanning the entire energy conversion chain. Their exceptional solutions expertise is particularly striking in the area of interfaces: for example, in plant-to-grid connections, grid integration technologies and smart distribution systems linking grids to consumers. Oil & Gas We offer customers in the oil and gas, process and energy supply industries a wide portfolio of products and solutions for the eco-friendly and resource-saving utilization of energy in areas such as the production and processing of oil and gas and the energy-efficient generation of electricity. Fossil Power Generation Our innovative technologies generate more electricity from less fuel. We boost the efficiency of coal- and gas-based electricity production and provide technologies for low-carbon fossil power generation.

Renewable Energy Were steadily expanding our position in the dynamic renewable market with innovative wind turbines that rank among the most reliable in the world, with large-scale photovoltaic projects and with leading-edge technologies for solar thermal power plants. Energy Service Our broad spectrum of innovative products and services ensures plant reliability, improved efficiency and optimal environmental performance for our customers operating plant assets in the oil and gas, industrial processing and heat and power generation industries, enabling them to gain the maximum benefit from their investments.

Power Transmission Leveraging our innovative strengths in low-loss power transmission, reliable switchgear and transformers, and advanced power transmission systems, we enable customers to transmit power for example, green electricity from renewable energy sources like offshore wind farms safely and efficiently.

Power Distribution The prerequisite for sustainable energy management, our smart grid technologies increase the efficiency of energy systems. We offer innovative medium-voltage components and systems, solutions for energy automation and services for electrical systems and networks.

1.7 INDUSTRY Siemens Industry Sector is one of the worlds leading suppliers of manufacturing, transportation, building and lighting systems. By continuously optimizing productivity, efficiency and flexibility, were increasing the economic and environmental competitiveness of our customers in the industry and infrastructure segments. At Siemens, end-to-end products, systems and solutions for industrial and building automation as well as infrastructure installations are provided. These turnkey solutions cover project management, engineering and software, installation, commissioning, after-sales service, plant maintenance and training. Industry Automation Fast, flexible, efficient: we offer our customers a unique combination of automation technologies and industrial software spanning the entire value chain from product design to service. Our portfolio enables industry customers to slash time to-market by up to 50 percent. Drive Technologies Productivity, energy efficiency and reliability are our customers key requirements. And as the worlds No. 1 supplier of products, end-to-end systems, applications and services for complete power trains and for all industry segments, we have the solutions they need.

Building Technologies Were the preferred partner when it comes to maximizing energy efficiency in buildings and protecting people and infrastructures. Our portfolio comprises products, solutions and services for building automation, fire safety, security and power distribution.

OSRAM Were an expert partner offering customers energy-saving lighting solutions for all areas of modern life. Our portfolio includes not only lamps and optoelectronic semiconductor light sources like light-emitting diodes (LEDs), LED systems and LED luminaries but also electronic control gear and light management systems.

Industry Solutions Were a leading provider of solutions and services for industrial plants and infrastructure systems, helping customers increase their competitiveness across entire lifecycles and Offering attractive solutions in the areas of energy efficiency, pollution control and water management. Mobility By networking transportation systems more effectively, our integrated solutions for intermodal transport, traffic management, postal automation and airport logistics are making the movement of people and goods more efficient and ecofriendly.

1.8 HEALTHCARE Siemens Healthcare Sector is one of the worlds largest providers to the healthcare industry. They specialize in medical solutions based on our core competencies and innovative strengths: on the one hand, diagnostic systems and therapeutic technologies; and on the other, knowledge processing including information technology and systems integration. Their acquisitions in the field of laboratory diagnostics have made us the first integrated healthcare company to combine imaging systems, laboratory diagnostics, treatment solutions and healthcare IT rounded off by consulting and services. To leverage our market and growth potentials even further, were reorganizing our activities into four Divisions: Imaging & Therapy Systems, Clinical Products, Diagnostics and Customer Solutions. In the future, their hearing instruments business will be operated as a separate unit. Imaging & IT Their innovative imaging systems are routinely used in hospitals and doctors offices, where they support physicians in early disease detection, reliable diagnosis, effective treatment and patient-friendly follow-up care. Their advanced IT solution ranging from image review and

distribution to the management of entire data sets is helping make healthcare more patientoriented, open and transparent. Workflows can now be designed more efficiently, cutting costs in the process. Workflow & Solutions Their aim is to accelerate the accurate diagnosis of the most common diseases and establish new worldwide standards for their treatment. There leverage of broad portfolio of products and services to develop integrated solutions that increase the clinical and economic value of their individual offerings. Reflecting the local focus of healthcare delivery, they provide customers with solutions tailored to their specific needs.

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 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 faultdiagnosis 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. 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 BG IS IR IRS LRMS LTMS ALCO TCP/IP GPS GSM GPRS CDMA AAR SIBAS Diesel Locomotive Works Broad Gauge 1676 m Indian Standard Indian railways Indian Railways Standards Locomotive Remote Management System Locomotive and Train Management System American Locomotive Company Transmission Control Protocol/ Internet Protocol Global Positioning System Global System for Mobile Communication General Packet Radio Service Code Division Multiple Access Association of American Rail roads 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

[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) ]

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)

 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. 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.

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.

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 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)

Loco main components- Description

Diesel Engine: - It is the main source of power on board the locomotive. It consists of 16cylinders 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 1st notch to 4 th notch and 6 sec per notch above 4 th 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. 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.

WORKING OF LOCOMOTIVE
Main Alternator

G
Master Controller Diesel Engine Governor

Rectifier

Brake Resistors

Locomotive Control Unit

Battery

Aux. Gen.

M/G
Cranking

M/G
Exciter Main. Reg.

Drivers Display

Aux. Reg.

Traction Motors DC

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.

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)

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

 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

v 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. 1

KM-DIREKT

SIMCONTROL

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) CRH12 Central Computer CPU Central Computer

Wheel Slip & Slide control card Counter Module card designated as X7 & designated as -A10 X8 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 KMDIREKT X48 Connector is retained as such in SIMCONTROL system.

LOCOMOTIVES SUPPORTED BY SIEMENS

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

WDG3A
W- Broad gauge D- Diesel G- Goods A- 100 HP (3A= 3100 HP)

WDM3D
W- Broad Gauge D- Diesel M- Mixed (Goods/Passengers) D- 300 HP (3D= 3300 HP)

WDG3A (above) and WDM3D ALCO locomotives

v 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.

Microprocessor ffff (RISC type) (RISC

Via LAN ports

Data logger unit

(Ethernet)

LRMS

MODEM
Web server Client

GSM/ CDMA GPRS

LTMS Physical set-up for REMMLOT

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 wireless serial point-to-point link reproducing the function of a half duplex serial cable.

Typhoon Modem

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 Enclosure Type Width Depth Height Price Modem Interface Type Connectivity Technology Serial RS-232 / Bluetooth Wireless Fax / modem External 6.4 cm 9.6 cm 2.2 cm 19.96 pounds

Max Transfer Rate Protocols & Specifications

56 Kbps 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 14.4 Kbps External integrated

Max Fax Transfer Rate Antenna 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 Software / System Requirements OS Required Microsoft Windows 98 Second Edition / Windows ME, Microsoft Windows 2000 / XP Pentium II 64 MB Power adapter - external

Min Processor Type Min RAM Size Environmental Parameters Min. Operating Temperature Max. Operating Temperature Humidity Range Operating

0 C 50 C 10 - 90%

 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. Mobile Frequency Range Multiple Access Method Duplex Method Number of Channels Channel Spacing Modulation Channel Bit Rate Rx: 925-960; Tx: 880-915 TDMA/FDM FDD 124 (8 users per channel) 200kHz GMSK (0.3 Gaussian Filter) 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.
Fixed/Mobile Circuit/Packet Max Bandwidth Range Frequency Host Network Definer Mobile Packet 107.2Kb Coverage area of host network Frequency of host network TDMA, GSM 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.

GPS satellite around earth

BASIC REMMLOT METHODOLOGY

BASIC REMMLOT METHODOLOGY

LOCO

LOCO

SIEMENS

Remote Monitoring Overview

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:

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 coordinates, 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.

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):

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.

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:
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 Humidity -20 0C 10% (up to 100% in rainy season)

Altitude Reference-site

Max.1200 m above mean sea-level Ambient temp.- 47 0C Temp. inside engine compartment- 55 0C Altitude- 160 m Between 1750 to 6250 (in mm) Able to run at 5 Km/hr in a flood water (10.2 cm above rail level)

Annual Rainfall

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 (Withstand shocks & vibration) Interfacing

160 kmph

For LRMS (via modem) For LTMS (via modem)

Electromagnetic immunity range

9KHz 80 MHz

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 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 4 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- 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 ,microprocessor, 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 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 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.

TYPE TESTS REQUIREMENT FOR ELECTRONIC EQUIPMENT

S.NO. 1. 2. 3. Clause No. of Standard 10.2.3 of IEC 60571 10.2.4 of IEC 60571 10.2.6 of IEC 60571 Details of test Cooling test (Operating temperature) Dry heat test (Operating temperature) Supply overvoltages, surges and electrostatic discharge tests. 4. 5. 6. 7. 8. 10.2.7 of IEC 60571 10.2.8 of IEC 60571 10.2.9 of IEC 60572 10.2.10 of IEC 60571 10.2.11 of IEC 60571 Transient burst susceptibility test Radio interference test Insulation test Salt mist test 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 IEC 60076 IEC 60085 IEC 60096 IEC 60255 IEC 60364 IEC 60446 IEC 60748 IEC 60793 IEC 62270 IEC 62040 IEC 61603 Standard voltages Power transmission Electrical insulation Radio- frequency cables Electrical relays Electrical installation of buildings Wiring colors Semi-conductor devices Optical fibers Hydro-electric power plant automation Uninterruptible power systems Infrared transmission of audio/ video signals

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.

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 KTerminal 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

Diagnostics

Parameter Input

Display Parameters
F1 F2 F3 F4

F1

F2

F3

F4

F1

F2

F3

F4

Diagnostics List (history)

F1 F2 F3 F4

Diesel Engine (8 analog / 1 bin.)

F1 F2 F3 F4

Generator (5 analog values)

F1 F2 F3 F4

Traction Motors

Auxiliaries (10 analog val.)

F1 F2 F3 F4

F1

F2

F3

F4

Wheel Diameter

Time

K-MEMO

Miscellaneous (2 analog / 6 bin.)

F4 F1 F2 F3 F4

Speed (rpm) (6 analog values)

F1 F2 F3 F4

Temperature (6 analog values)

F1 F2 F3 F4

Motor Current (6 analog values)

F1 F2 F3 F4

F1

F2

F3

F4

F1

F2

F3

F4

F1

F2

F3

Tree structure of drivers display

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

Trio- DATACOM
Hardware Data rate Frequency Range Tx Power Mol ot n d iu a yvRs tiiei Sc te v e n r i P Srl ou wy e p p We g h i t Fully integrated radio, modem and data multiplexer 4800 and 9600 bps 380-520 MHz 0.1 - 5W (+37 dBm) b 1D n l iNra e folg b an a rbd y wi r ai t d td i G8K MS -11rD 1N dS Bf dA m 2 B I o n0a d. i on Vl 1 c 8 m ( 3 k g 1 -1c V) 6 d

 MOXA
Eeg u eoae xmp nd a ttir e de r nt t e p aa Sd nr ts d CTte Srot Dmi aR nn aa si s P e T r o x w Bt a e u r d We g h i t Do me in i s Oirti nt d Hmi py g e a u nl at V I g p t e o u MTFaua meble Bmr in ( nt f it) e w e s 70 -3 o 5 C t GMdR SaPS n G 1p 4s U o 4 0 b t , 0 wt 8w0 Gt 01S 1a 09M S /0 M1 Et, 2a Gt s 9/S8 0GM0 0 5 10 K. 3s o 1 2 0 b t 5 p g 1 5 0 n3.1 )10 73x mm 14( i2 6 9 . x . 8 x 7 95 H oR 5 t % 42 VC o 8 D 1 t 96u 22s 57 hr o