SUMMER TRAINING REPORT

On
"CONTROL AND WORKING OF METRO RAIL"
Undertaken at
"DELHI METRO RAIL COORPORATION"

Submitted in partial fulfilment of the requirement

for the award of the degree

BACHELOR OF TECHNOLOGY

in
Mechanical Engineering

Maharshi Dayanand University, Rohtak

Under the Guidance of Submitted By:

Name-Sumit Anand Pradumn Kumar tiwari
(Assistant Manager) 20339
DMRC

SESSION 2017-2021

Dronacharya College of Engineering

Khentawas, Farrukh Nagar, Gurgaon
 CERTIFICATE

This is to certify that Industrial training report entitled "CONTROL AND WORKING OF METRO
RAIL" by PRADUMN KUMAR TIWARI (20339), at "DELHI METRO RAIL COOPERATION" is
an original work and the same has not been submitted to any other institute for the award of any other
degree. A Presentation of the Industrial Training report was made on "CONTROL AND WORKING OF
METRO RAIL" and the suggestions as approved by the faculty were duly incorporated. The project has
been submitted in partial fulfilment of the requirements for the degree of Bachelor of Technology in
Mechanical Engineering of the Maharshi Dayanand University, Rohtak, Haryana, during the academic
year 2019-2020.

Prof. Rajesh Mattoo

Head of Department (ME)
 Acknowledgement

I take this opportunity to express a deep sense of gratitude to Sumit Anand sir, Assistant Manager, Delhi
Rail Metro Cooperation, for his/her cordial support, valuable information and guidance, which helped me
in completing this task through various stages.

I am also obliged to staff members of (DMRC), for the valuable information provided by them in their
respective fields. I am grateful for their cooperation during the period of my Industrial Training.

I would like to express my sincere gratitude to my Head of Department Prof. Rajesh Mattoo for giving me
the opportunity to complete my industrial training. It would never be possible for us to take this project to
this level without his innovative ideas and his relent less support and encouragement.

Pradumn Kumar Tiwari

(20339)
(ME Vth Sem)
 TRAINING SUMMARY

The Delhi Metro is a rapid transit system serving Delhi and its satellite cities of Gurgaon, Noida, Faridabad,
Ghaziabad, Bahadurgarh and Ballabhgarh, in the National Capital Region of India. By far the largest and
busiest metro in India, and second oldest after the Kolkata Metro. It is the world's 8th longest metro system
and 16th largest by ridership. The network consists of eight colour-coded regular lines, running 343
kilometres (213 mi) serving 250 stations. The system has a mix of underground, at-grade, and elevated
stations using both broad-gauge and standard-gauge. Delhi Metro operates over 2,700 trips daily, starting at
around 05:00 and ending at 23:30 hrs. The Delhi Metro Rail Corporation was set up jointly by the
government of India and the government of Delhi in May 1995 when the Delhi CM was Madan Lal
Khurana. Total ground work and planning was done in the subsequent three years and construction started
in 1998, just when Sheila Dikshit took over as the CM.
Construction started in 1998 and the first elevated section (Shahdara to TisHazari) on the Red Line opened
on 24 December 2002, inaugurated by then PM Atal Bihari Vajpayee, while the first underground section
(Vishwa Vidyalaya - Kashmiri Gate) on Yellow Line opened on 20 December 2004. The development of
the network was divided into phases, Phase I containing 3 lines was completed by 2006, and Phase II in
2011. Phase III is in the finishing stage, and is scheduled to be mostly complete by 2019. Phase IV having
received approval; construction is expected to start in 2019. Delhi Metro Rail Corporation Limited
(DMRC), a company with equal equity participation from the Government of India and the Government of
Delhi, built and operates the Delhi Metro. DMRC was certified by the United Nations in 2011 as the first
metro rail and rail-based system in the world to get carbon credits for reducing greenhouse gas emissions,
reducing carbon emission levels in the city by 630,000 tonnes every year. Delhi Metro also interchanges
with the Rapid Metro Gurgaon (with a shared ticketing system) and Noida Metro. On 5 February 2019, the
DMRC took over the operations of the financially troubled Rapid Metro Gurgaon as part of its own
network.
In my stint of training from 6th June 2019 to 6th July 2019. It was held at Delhi Metro Rail Cooperation,
Majlis Park. The things which I had read only in the books, were practically seen and experienced in this
memorable time span. I was admitted three different departments namely Pneumatics, Over Head
Equipment’s, Control and Automation. My mentor was Mr. Ravi Ranjan Junior Engineer at DMRC. My
training period was divided 7 days each in the mentioned departments.

4
 CONTENTS

TOPIC PAGE
NO
Chapter 1. TRAIN OVERVIEW RS-10 TRAIN 11-24

1. Types of Cars
1.1 Driving motor car (DM)
1.2 Motor Car (M)
1.3 Trailer Car (T)
2 Unit Concept
3 Train Configuration
4 Train Formation
5 Train composition with Traction System equipment
6 Main Sub Systems of a Trains
6.1 Traction and High Voltage System
6.2 Auxiliary Electrical System
6.3 Brake and Pneumatic System
6.4 Door System
6.5 Air Conditioning System (HVAC)
6.6 Boogie and Wheels
6.7 Automatic Train Control System
6.8 Train Control and Management System

Chapter 2. RS-10 Train Bogie and Car Body 25-44

1. Train Formation
2. Bogie Function
3. Bogie
3.1 Bogie Configuration

5
 3.1.1 Motor Bogie (Front)
3.1.2 DM/ Rear/M-Car
3.1.3 Trailer Bogie (Front)
3.1.4 Trailer Car (Rear)
3.2 Major Components of Bogie
4. Suspension
4.1 Primary Suspension
4.2 Secondary Suspension
5. Anti-Roll Bar System
6. Wheel sets
7. Centre Pivot Device
8. Damper
9. Levelling Valve
10. Axle Gear box
11. Traction Motor
12. Friction Brake
13. Lubrication System
13.1 WFL (Wheel Flange and Check Rail Lubrication)
13.2 TOR (Top of Rail) Lubrication
14. ODD (Obstacle Detection Device)
15. Load Transfer Mechanism
16. Tractive Force Transfer Mechanism
17. Brake Force Transfer mechanism
18. Car Body
18.1 Arrangement of Exterior Equipment (DM CAR)
18.2 Arrangement of Exterior Equipment (T CAR)
18.3 Arrangement of Exterior Equipment (M CAR)
18.4 Specification of Car Body Structure

Chapter 3. RS-10 BRAKE AND PNEUMATIC SYSTEM 45-59

1. RS-10 Brake Overview

2. Types of Brake
2.1 Redundant Emergency Brake

6
 2.2 Emergency Brake
2.3 Parking Brake
2.4 Holding Brake
2.5 BP-Back up Brake
3 Brake Control
3.1 BECU (Brake Electronic Control Unit)
3.2 BCU (Brake control Unit)
4 Use of Pneumatic System
5 Main Air Supply System
6 Auxiliary Compressor Device
7 Air Suspension System
8 Horn Control
9 Uncoupling Control

7
List of Figures
FIG 1.1 CAR COMPOSITION
FIG 1.2 TRAIN NUMBER NOMENCLATURE
FIG 1.3 TRAIN CONFIGURATION
FIG 1.4 METRO CAR TOP VIEW
FIG 2.1 METRO BOGIE
FIG 2.2 METRO BOGIE FRAME
FIG 2.3 METRO MOTOR BOGIE FRONT
FIG 2.4 METRO TRAILER BOGIE FRONT
FIG 2.5 METRO WHEEL SETS
FIG 2.6 METRO BOGIE AXILE
FIG 2.6 METRO BOGIE AXILE
FIG 2.7 METRO SUSPENSION
FIG 2.8 METRO BOGIE PRIMARY SUSPENSION
FIG 2.9 METRO BOGIE SECONDARY SUSPENSION
FIG 2.10 CENTRE PIVOT
FIG 2.11 PRIMARY AND SECONDARY DAMPER
FIG 2.12 LAVELLING VALVE
FIG 2.13 METRO TRACTION MOTOR
FIG 2.14 METRO TOR LUBRICATION
FIG 2.15 WHEEL FLANGE AND CHECK RAIL LUBRICATION
FIG 3.1 SERVICE BRAKE
FIG 3.2 EMERGENCY BRAKE
FIG 3.3 PARKING BRAKE
FIG 3.4 BP-BACK UP BRAKE
FIG 3.5 EMERGENCY BRAKE LOOP RELAY
FIG 3.6 BRAKE LOOP
FIG 3.7 DRUM BRAKE SYSTEM
FIG 3.8 MAIN COMPRESSOR
FIG 3.9 MAIN RESERVIOR
FIG 3.10 AUTO DRAIN VALVE
FIG 3.11 ISOLATING COCKS
FIG 3.12 SINGLE PROTECTION VALVE
8
COMPANY INTRODUCTION

The first wave of Rolling stock was manufactured by a consortium of companies comprising ROTEM,
Mitsubishi Corporation and Mitsubishi Electric Corporation. Initial sets were built by ROTEM in South
Korea, with later examples Completed in India by public sector undertaking Bharat Earth Movers Limited
(BEML). BEML is also responsible for the manufacturing coaches under technology transfer agreement.
The air-conditioned trains consist of four 3.2m wide, stainless steel, lightweight, although six and eight
coaches are possible. The trains have automatic doors, secondary air suspension and brakes controlled by
microprocessor. Delhi Metro has fleet of 280 coaches, which DMRC Runs as 70 trains every day. Each
train can accommodate about 1,500 people,240 seated. Maximum speed is 80km/h (50mph), with a 20-
second dwell time at stations. Train depots are located at Khyber Pass, Najafgarh, Shastri Park, Mundaka,
Sarita Vihar and Yamuna Bank. In May 2011, BEML received a contract worth Rs.9.2bn($205m) from
DMRC to supply 136 intermediate metro cars. The delivery is expected to be Completed by December
2013.In March 2008 Bombardier Transportation announced an 87m($137m) contract for 84 MOVIA
metro cars, a follow- on to an order for 340 placed July 2007.The new Vehicles are being deployed as part
of phase II Expansion. In September 2011, Bombardier received a $120m order for 76 additional MOVIA
Metro Cars.

Broad gauge
The broad-Gauge rolling stock is manufactured by two major suppliers Hyundai Rotem, Mitsubishi
Corporation and MELCO. The coaches were initially built in South Korea by ROTEM.

Standard gauge

The initial trains were made in Germany and Sweden, the remainder will be built at Bombardier’s factory
in Savli, near Vadodara. The coaches possess several improved features like Closed Circuit Television
(CCTV) Cameras, charging points in all coaches for cell phones and laptops, improved air conditioning to
provide a temperature of 25 degree Celsius even in packed conditions and heaters for Winter.

9
 CHAPTER 1

TRAIN OVERVIEW RS-10 TRAIN

Train Formation

FIG 1.1 CAR COMPOSITION

Car composition for 6 car train: DM – T – M – M – T – DM

DM - Driving Motor car

T- Trailer Car.
M- Motor Car.

10
Types of Cars

Driving Motor Car (DM):

Driver Cab is attached to DM car. Major equipment provided in the under frame are Converter/Inverter,
Motor has the motorised bogies, Traction motors are coupled with each Axle of DM- Car, Main compressor
and driving equipment in Driving cab. The Driving motor car is the first car in the train. The DM car has
driving gears attached to the axle of the bogie of the train. The WFL (Wheel Flange and Check Rail
lubrication) present at the wheel sets. The lubrication oil which are used in WFL is lubricated on the wheel
sets with the help of very small pipes present at the wheel sets. These are automatic lubrication system
which are calibrated in terms of distance. DM car doesn’t have a pantograph in RS-10. The first and last car
of the metro train is the Driving Motor Car. Driving Motor Car has the following parts. Only Driving Motor
Car has ODD.

Motor Car (M):

Motor has the motorised bogies. Traction motors are coupled with each Axle of M- Car. Major equipment
provided in the under frame are: Converter/Inverter, Traction motors, Battery box. In RS-10 train, the M-car
is third and third last in the train. This car is equipped with all the parts equivalent to the DM car except the
DRIVING GEAR, LUBRICATION SYSTEM, ODD (Obstacle Detection Device). This car is not equipped
with the pantograph.

Trailer Car (T Car):

This car major equipment provided in the under frame are Pantograph, VCB, Main Transformer, Auxiliary
compressor. The trailer car is equipped with the pantograph. The trailer car is very different from the rest of
the cars (DM and M) it does not have any lubrication system (neither WFL nor TOR). These are powered
cars in the metro which have the capability of storing and transferring the power (110v,420v,220v)
throughout the metro rail.

Functions of The Car Body

11
• To carry passengers and the payload.
• To protect the passengers and the payload against external forces.
• To protect the passengers and the payload against moisture, heat, cold, vibration and noise etc.
• To support other subsystems.
• To transfer tensile and compressive loads between cars.

Nomenclature of Car Body

FIG 1.2 TRAIN NUMBER NOMENCLATURE

Take the example of a car number M7C001, the first digit M represents the Car body i.e., Motor Car here.
The second digit that is a numeric value 7 here represents the line. the third digit C represents the Car unit
after that all the values represents the Train number of the RS-10.

Following train configurations are possible: 6 –Car

FIG 1.3 TRAIN CONFIGURATION

12
Main Structural Components:

The car body is built up with a set of modules:

1. Body side module.

2. End walls.
3. Cab module and
4. Driver’s end wall.
5. Roof module.
6. Under frame module

FIG 1.4 METRO CAR TOP VIEW

Main SUB SYSTEMS of a Train: -

1. Traction and high voltage system

13
 2. Auxiliary Electrical System
3. Brake & Pneumatic System
4. Door System
5.Air Conditioning System (HVAC)
6. Bogie & Wheels
7. Passenger Announcement & Passenger Information System
8. Train Control & Management System
9. Automatic Train Control System
10. Train Radio System

Traction and high voltage system: -

The function of propulsion system is to provide the control for the powering and electric braking functions
of the train.
The major equipments associated with this system are: -
Pantograph -
The function of pantograph is to collect current from over headline i.e.25 KV with the help of pantograph
head assembly.
VCB (Vacuum Circuit Breaker)-
Its function is to isolate (open contacts) or connect (close contacts) the 25KV line to the train mounted
equipment. VCB also isolates the train mounted equipment when an over current condition occurs due to a
fault on the train or on the 25KV line.
Main transformer-
The function of Main Transformer is to step down the 25kV catenary traction supply to voltage levels
suitable for use by each of the train supply system e.g. propulsion system (951volt) and auxiliary power
system (380volt). MTr is a 1243kVA, Single phase and 50Hz shell form type Transformer. It is forced
cooled by silicon oil which has got excellent fire retardant properties. The silicon oil in turn is cooled by
forced air blown by an air blower. The normal rating of the Transformer is specified at a line Voltage of
22.5kV and a frequency range from 48 to 52 Hz.
C/I BOX (converter/inverter box)-
The function of C/I box is to convert 951V, single phase AC from main transformer secondary winding to
Variable Voltage and Variable Frequency (VVVF) supply (i.e. voltage- 0 to 1400 V, 3 phase AC &
frequency-0 to 150 Hz) which is applied to traction motors.

Traction motor: The Traction Motor provides the necessary torque to move the train. There are 4 motors
provided in Dm & M- Car.
Auxiliary Electrical System: -
14
The function of auxiliary power system is to provide stable output to the auxiliary loads as Saloon Air
Condition, Cab air condition, Main Air Compressor, Main Transformer blower motor & oil pump, Saloon
lights, Train control circuits etc.
The major equipments associated with this system are: SIV, Battery, BCB, BCG, SSU1&2
SIV box-
The function of SIV box is to convert 380 V, single phase AC from main transformer tertiary winding to
Constant Voltage and Constant Frequency (CVCF) supply (i.e. voltage-415 V, 3 phase AC & frequency-50
Hz), 230V-1 phase AC supply & 110V DC supply for auxiliary loads. One SIV unit has two SIVs and is
installed in T Car which supplies power for 3 cars (DM-T-M). Capacity of each SIV unit is 136 kVA. Two
SIV units are installed in 6 cars. Four SIVs in 6 cars are connected Alternating Current (AC) bus line and
operated with parallel operation.
Auxiliary loads:
415V AC, 50 Hz three-phase is used to supply the auxiliary loads as –
Saloon Air Condition
Cab air condition
Main Air Compressor
Main Transformer Blower Motor & Oil Pump
230V, 1 phase AC is used to supply
AC saloon lights
Socket outlets
110V DC is used to supply
Train batteries
DC saloon lights
110V DC control circuits
Brake & Pneumatic System: -
This system deals with the electro dynamic & electro pneumatic braking of train. This incorporates brake-
blending process for effective braking using both type of braking simultaneously. The braking effort in train
is regulated as per load of train, in order to achieve constant deceleration rate in all load conditions.
Electro dynamic Brake-
In this type of braking traction motor works as a generator when it gets command from master controller or
by the Automatic Train Control (ATC) system, applies negative torque on axles. The electrical energy
generated during this type braking is fed back to the system.

Electro–Pneumatic Brake: -

15
In Electro–Pneumatic braking, electrical signal for braking is converted into equivalent pneumatic pressure
through analogue converter/Emergency brake valve in BCU. This pneumatic pressure is fed to TBU. TBU
actuate the brake shoes for braking effort on the wheels.

Brake Blending: -
Electro dynamic Braking (Regenerative braking) and electro pneumatic braking are blended to provide net
braking effort. Brake blending feature is applicable in-service brake.

Emergency Brake:
T.O can stop the train at shortest possible distance by applying EB, EB can be initiated automatically if
Emergency Brake loop is interrupted. Emergency brake loop is a closed loop electrical circuit incorporating
all the conditions, which leads to EB application on train.

The conditions are:

● TBC at EB position
● Pressing of Emergency stop push button (EBPB1 & EBPB2) in active& rear cab. (*In Brake
loop)
● DSD released
● Obstruction detection detected in active cab
● EB request from ATP
● Brake loop failure/interruption
● Change in mode selector position from forward to reverse at speed
● Mode selector of active cabin off position /train in Aux.-Off condition. If the speed of the train
is not zero when mode selector moves from Off to forward or ATP position initially. Emergency
door status for not closed in front and rear cab.

B Brake Loop:
It is a train line close loop electric circuit incorporating all the safety criteria which may lead to EB
application on train.
Completion of brake loop energizes BLPR. Which is necessary for completion of Emergency brake loop.
Various conditions which leads to interruption of brake loop & EB application

● Two units of train mechanically or electrically uncoupled.

● Brake pipe pressure is less than 3.5 bar (reset at 4.5 bar).
● EBPB (Emergency brake push button) in front & rear cab pressed.
16
● MR pressure < 6 bar (reset at 7 bar)
● Emergency door status for open in front & rear cab
● Hostler mode switch is operated in M-Car.

Brake system includes the following equipments: -

BECU (Brake Electronics Control Unit):

Brake Electronics Control Unit is the intelligent center of the brake system, it processes the brake demand
signal, considering load factor, regenerative braking effort possible depending upon train speed, brake
blending principle and it calculates electro- pneumatic brake demand for respective car.

BCU (Brake Control Unit):

Electrical signal generated by BECU corresponding to electro pneumatic braking effort required is sent to
Brake Control Unit (BCU) for brake application. BCU converts the electrical signal into desired pneumatic
pressure for brake application.

TBU (Tread Brake Unit):

Tread brake unit is of two types, with parking brake attachment and without parking brake attachment. The
pneumatic pressure from BCU is fed into TBU that actuates the brake shoes for brake application on the
wheels.

Pneumatic System- Use of Pneumatic supply to feed following equipments:- Pantograph ,VCB, Brakes,
Car air suspension, Horn, Uncoupling valve.

Door System: -
The door system permits safe entry to and exit from the train cars.
Four types of door system are provided for the train.
These are:
Passenger Saloon body side door system-
The passenger body side door system comprises electrically powered, double leaf, sliding doors designed to
permit safe entry and exit for passengers from the train cars. The doors are controlled by close, open signals
from the "DM" car-driving cabin. A Door Control Unit (EDCU) affects operational control of each door.
There are 4 limit switches to monitor close and lock status of salon doors. The micro switch sends status “
close & lock” of door to TIMS via DCU. Train movement is possible only when all the saloon doors are
closed and locked.

17
 Emergency door system:
The emergency door is provided in the middle (Front) of the driving cab. It can be used to evacuate the
passengers in case of abnormal condition i.e. OHE Failure for more than 15 minutes, or in any situation
relating to disaster. Emergency door has interface with TCMS. If emergency door is opened or unlocked, its
fault appears on the TCMS Screen in driving cab. Emergency door is provided with EDSS, which interrupts
brake loop circuit if the door opens.

Partition door system:

The partition door is a hinged double door located between the cab area and the saloon area in each "DM"
car.
The partition door provides two functions, one for normal situations and the other for emergency situations,
in normal situation it permits the train operator, or other DMRC staff, to access between the cab and the
saloon. In emergency, passengers can open the door from the saloon area in the event of detrainment being
required.

TCMS:
The Train Control & Management System provides a centralized function to controlling & monitoring
TCMS uses two types of network i.e. Trains Bus & Vehicle Bus. Vehicle Bus is of two types, one is
Ethernet & other is RS485.
The equipments associated with TCMS are: -
1. Central Control Unit (CCU)
2. Communication Node (CN)
3. Remote (Input / Output) (RIO)
4. Video Display Unit (VDU)
5. Event Recorder (ER)

• CCU-
The Central Control Unit (CCU) is a centralized component of TCMS, which provides control, monitoring
& recording functions of various systems & subsystems.

• CN-
CN is a connection point, which receive data from various systems and RIOs, process the data and send it
to CCU. Each car has 2 CN for redundancy purpose.

• RIO-
18
 Remote Input / Output (RIO) collects digital input from sub-systems and some switches and transmits to
the CCU via CN. Each car has 2 no of RIOs for redundancy purpose.

• VDU-
Video Display Unit (VDU) is the main interface between the TCMS and the TO. VDU installed in each DM
car at operator’s console

• ER-
Event Recorder (ER) is a device used for recording all the data related to the status of the vehicle from the
time train power-up.

• Air Conditioning System:

Air conditioning and ventilation systems with heating are designed to provide for adequate cooling and
ventilation needs for passengers and operators area (Driving Cab) of the vehicles. Saloon area is cooled or
ventilated by two Saloon Air Condition (HVAC) units. One HVAC have 49.6KW Cooling capacity.
Train operator can switch on/off all saloon, as well as one Air con units from TCMS air con page.
It is designed to work in 3 operating modes:

(a) Normal operating mode-

A/C unit provides cooling and ventilation by switching automatically between COOL 1, COOL 2 and
VENTILATION sub-modes

(b) Emergency operating mode-

In the event of power failure, emergency ventilation is provided. The air blower supplies emergency fresh
air intake to the saloon without recirculation. Train battery provides power needed for the emergency-
operating mode.

(c) Smoke mode-

If Smoke detected, air conditioning system. Operate in Smoke Mode. The system shuts off the fresh air
intake and provides full recirculation of return air within the saloon. The system continues to supply the
cooling to the saloon if needed.

Booster Fan –

19
 Booster fan provide the conditioned air from air ducts to cab area. Train Operator can change the operation
mode manually by using the CAB BOOSTER FAN switch in the cab. ACCP control is not used for
operating booster fan. Power supply for fan is single phase, 230 V, 50Hz from SIV unit.

• PA/PIS:-
PA/PIS system provides the passenger with audio/visual information and allows Train Operator to
communicate with the passengers, other driver and OCC.

• PA system consists of following equipment.

Automatic Voice Announcement Unit (AVAU)
Main Operation Unit (MOU)
Gooseneck microphone
Public address amplifier
Speaker (Interior and exterior)

• PIS system consists of following equipment.

Front Destination Indicator (FDI)
External Side Destination Indicator (ESD)
Train Number Indicator (TNI)
Passenger Information Board (PIB)
Dynamic Route Map (DRM)

• Bogie:
The bogie is designed to permit good load transfer throughout the bogie frame. There are two types of
bogies used for DM/Motorcar & Trailer car. DM/Motorcar bogie & Trailer car bogie frame are similar,
except the motorcar bogie frame is designed to accommodate traction motors & drive gears.

• Bogie comprised following sub assembly:

Bogie frame
Wheel set
Traction Motor
Suspension system
Centre pivot
Anti-roll bar system
Lubricator system
Levelling valve
20
 Obstacle deflector

• Carboy is supported on both sides of the bogie frame via the secondary suspension. Traction and braking
force are transmitted to the car body by means of the center pivot device including Z - link.

Bogie Frame –
Bogie frame is an “H” shape welded structure. It fabricated with two side frames, two tubular transoms and
two end beams. After fabricating, the bogie frame is processed through heat treatment process for removing
the residual stresses and is machined for the installation of parts.

• Wheel sets –
The wheel set assembly is the physical connection between the vehicle bogie and the rail. It allows the
bogie to roll along the track and transmits longitudinal forces, such as braking and traction; vertical forces,
such as vehicle weight; and lateral forces from the vehicle suspension to the rail.

• Traction Motor –
Traction Motor exterior is a frame-less type with linking iron core clamps and a coupling plate. The motor
frame is equipped with a vehicle fitting nose and fitting seat.

• Axle –
All type of loads/forces in a moving train is transferred to Wheel sets through axle. Motor and trailer bogie
axles are similar, except the motor bogie axles are designed to both withstand the imposition of the extra
traction loads and have additional mounting seats for the gearbox.

• Primary Suspension –
Helical compression spring is defined as mechanical device designed to store energy when deflected and
return the equivalent amount of energy when release. It is made from wire of circular cross-section wound
around an axis with distances between its coils.

• Secondary Suspension –
The secondary suspension is installed on the bogie to suppress the vibration of rolling stock and offer a
comfortable ride through its excellent spring characteristics and, at the same time, it permits a constant
vehicle height to be maintained in combination with leveling valve. The air spring will be mounted on the
bogie at a rate of two sets per bogie.

• Damper –
21
 Damper is consisting of three types, i.e. primary vertical (axle box) dampers, secondary vertical dampers
and lateral damper. Damper is a hydraulic system and has a double action function. The resistance of the
liquid flowing through valves and restrictions generates the damping force for both inward and outward
movement.

• Anti-roll bar –
The anti-roll bar assembly is composed of Torsion bar assembly, Vertical rod and Half rubber bearing.
Anti-roll bar assembly is connected between the bogie and the car body to control excessive roll movement
of the car body, due to the softer vertical performance of this type of suspension. The torsion bar assembly
is secured below the bogie frame by two sets of half rubber bearing and is connected to the car body by two
vertical rods.

• Center Pivot Device –

Centre pivot device is the main connection between the bogie and the carbody interface assembly. Centre
pivot device allows full movement of the bogie (lateral, vertical, yaw and pitch) concerning the car body
however restricts the longitudinal displacement between the bogie and carbody interface assembly by using
the Z link.

• Driving Gear –
The driving gear is mounted on both of the motor bogie frame and the axle. The traction motor and the
driving gear are mechanically connected by a flexible gear coupling, through which the torque is transmitted
to the power motor axle.

• Levelling Valve-
Each bogie consists of two air springs and is controlled by levelling valves. Levelling valve controls both
vertical floor height and end-to-end floor height. Compressed air is supplied from the air supply unit to the
air springs via levelling valves.

• Automatic Train Control:

By using the term “ATC” we mean an automatic system of controlling & monitoring of train movement
continuously by means its subsystem namely ATP, ATO/UTO & ATS. ATC works on the principle of
target speed & target distance with cab signaling by means of continuous transmission from track to train
through track circuit, ensuring safe movement of all trains under all operating conditions by continuously
generating a safe operating envelope.

• Major subsystems of ATC system:

22
 1. ATO/UTO –In Automatic/Unattended train operation, acceleration, costing, braking & stopping of train
is automatically controlled.
2. ATP – Automatic train protection maintains safe train operation including train direction, train
separation, interlocking & speed enforcement.
3. ATS - Automatic train supervision automatically monitors the entire system & directs train running so as
to provide schedule service under normal circumstances.

Train Radio – The function of train radio is to provide communication between Train operator & OCC,
station controllers.

The major associated equipments are –

1. TRIU –
Train radio interface unit is the hardware, which is used as a modem to connect to the existing TETRA
radio to the customization of the train radio for the ease of train operator.

2. TRCP –
Train radio Control Panel is the actual customization for having one touch button for different functionality
required by TO. It consists of one row of alarm indicators, one row of run status indicators, one row of train
run buttons, one row of communication buttons. The indicators are meant for providing status information
whereas the buttons are made for activating some pre-determined functions when pressed.

3. TRCH –
Train radio control head is the display part for different functions of the radio. Some buttons are for the
navigation of different function of radio.

4. Handset –
TO communicates with OCC, another TO & station controller through handset.

5. Speaker –
This is meant for listening messages/announcement from OCC, another TO & station controller without
picking the handset.

23
24
 CHAPTER 2

Bogie and Suspension

Bogie is a mechanical framework having arrangement to carry wheel sets, traction motors, gears, brakes and
suspension equipment.

The main function of the bogie is to: -

• Support the car body.
• Allow relative movement between car body and bogie.
• Ensure stable running.
• Ensure adequate ride comfort.

FIG 2.1 METRO BOGIE

Bogie Frame:
There are two frame types, Trailer an Power bogie frame. The bogie frames are formed from steel plate
fabrication with small inset steel castings. Castings are used for the frame end castings, radial arm mounting
lugs, brake hangers and motor mounts.

25
 FIG 2.2 METRO BOGIE FRAME

Bogie configuration:

26
FIG 2.3 METRO MOTOR BOGIE FRONT

27
\
FIG 2.4 METRO TRAILER BOGIE FRONT

28
Wheel and Axle:

Wheel
• The wheels are of forged mono bloc steel
• Wheel material – R8T
• Wheel diameter – 860 mm with 40 mm wear allowance
• Wheel back to back dimension – 1600/+2,-1 mm
• The distance between axle center lines, 2.5m
Axle
• The axle has machined seats for the wheels and axle boxes.
• There is also a machined seat on the drive axle to accommodate the gear, which is shrunk onto the axle.
• Because of the integral gearbox fitted to the motor bogie, motor and trailer axles are not interchangeable.
All
axles are inspected through ultrasound testing (UST) and magnetic particle inspection (MPI).

FIG 2.5 METRO WHEEL SETS

29
WHEEL SETS

• Wheel set is the point of contact between the bogie and the track. It allows the bogie to roll on the track
and transmit the longitudinal forces such as braking and traction, vertical forces such as vehicle weight
and lateral forces.

• The power wheelsets transmit the power from the traction motor through the gearbox mounted on the axle
to the wheels, resulting in forward motion.

FIG 2.6 METRO BOGIE AXILE

Suspension
There are two stages of suspension:

Primary suspension:
Suspension arrangement of bogie with respect to axles is called primary suspension. The function of the
primary suspension is to take up the track forces and to absorb forces caused by unevenness in the track as
well as permitting wheelset movement both vertically and horizontally.

Secondary suspension:

30
 Suspension arrangement of body with respect to bogie is called secondary suspension. The function of the
secondary suspension is to control the movement between the bogie and the car body and by doing so it
contributes towards good ride comfort for the passengers. Anti-roll bar controls the sway of the car body,
keeping the vehicle in gauge.

FIG 2.7 METRO SUSPENSION

Primary Suspension

• Secondary suspension comprises of:

• Air spring with auxiliary spring:

Air displacement springs support the carboy weight and allows the vertical, lateral and rotational
displacement between bogie and body. In the event of loss of air pressure, the body is supported by the
auxiliary rubber springs, which ensures adequate deflated performance.
• Antiroll bar:

An antiroll bar is connected between the bogie and the carboy, to control roll (is a type of motion that
combines rotation commonly of an axially symmetric object) object and sway (move to and FRO)
movements.
• Vertical and lateral secondary dampers:
31
Two vertical and one lateral dampers per bogie controls vertical and lateral body oscillations.
• Centre pin:

Braking and traction forces are transferred between the bogie and the car body by a centre pivot.

FIG 2.8 METRO BOGIE PRIMARY SUSPENSION

Secondary Suspension

32
 FIG 2.9 METRO BOGIE SECONDARY SUSPENSION

Centre Pivot Device:

Centre pivot device is the main connection between the bogie and the car body. Centre pivot device allows
full movement of the bogie (lateral, vertical, yaw and pitch) concerning the car body, however restricts the
longitudinal displacement between the bogie and car body by using the Z link.

FIG 2.10 CENTRE PIVOT

33
 Item Description Item Description
No. No.

1 Centre Pivot 3 Link Assembly

2 Connector 4 Damper Lateral

Damper:
Three types of damper are provided i.e. primary vertical damper, secondary vertical damper and lateral
damper. Damper is hydraulic type and has a double action function. The resistance of the liquid flowing
through valves and restrictions generates the damping force for both inward and outward movement. These
high-quality products provide a maintenance free superb operation of vibration damping until the next
planned major overhaul of the bogies. After this time, and depending on the configuration, the product can
be replaced by a new mechanical damper, or be overhauled in a specialized workshop. The production line
for these mechanical dampers makes use of the latest production technologies, which results in a high level
of automation and the elimination of unnecessary handling. Due to the smart damper design and the
efficient manufacturing process, we are able to offer these mechanical dampers at very attractive price
levels. These sealed dampers are optimized to achieve the lowest possible initial purchase price without
compromising the quality of the product.

FIG 2.11 PRIMARY AND SECONDARY DAMPER

34
Levelling Valve:

Each bogie consists of two air springs and is controlled by levelling valves. Levelling valve controls both
vertical floor height and end-to-end floor height. Compressed air is supplied from the air supply unit to the
air springs via levelling valves.

The Leveling Valve is a modulating valve for precision suspension adjustment. Its unique modulating valve
design reacts faster to load changes and adjusts ride height accordingly, without over-or-under adjusting.

Key benefits:

 Unique design allows for higher airflows (for increased performance) without increasing air
consumption unlike most valves which operate as an on or off valve
 Can be used for left-hand, right-hand or center application from one valve and can be fine-tuned for each
particular vehicle
 Shatter resistant body design has rubber dampening link connectors which help make it resistant to even
the harshest road shocks for longer life
 Metric, NPT and PTC (push to connect) ports make installation easy
 Available added functions for height limitation, rapid exhaust and dual ride height.

FIG 2.12 LAVELLING VALVE

35
Axle Gear Box , Make Voith:

FIG 2.12 METRO GEAR CASE, COUPLING AND AXLE ASSEMBLY

Traction Motor, Make Melco

Traction motor refers to a type of electric motor. A traction motor is used to make rotation torque on
a machine. It is usually changed into a straight-line motion. Traction motors are used
in electrically powered rail vehicles such as electric multiple units and electric locomotives. They are also
used in electric vehicles, such as electric milk floats, elevators, and conveyors. Vehicles with electrical
transmission systems such as Diesel-electric locomotives, electric hybrid
vehicles and battery powered electric vehicles. Railroads first used DC motors. These motors usually ran
on about 600 volts. High-powered semiconductors were developed to control the switching of AC motors.
They have made AC induction motors a better choice. An induction motor does not require contacts inside
the motor. These AC motors are simpler, and more reliable than the old DC motors. AC induction motors
known as asynchronous traction motors.

36
 FIG 2.13 METRO TRACTION MOTOR

Item
Description Item No. Description
No.

1 Terminal Box 4 Safety Nose

2 Bearing Box 5 Stator
3 Lifting Position

Top of Rail (TOR) Lubrication:

The primary reason for lubricating the wheel flange is to reduce wear, but it can also treat flanging
contact noise in curves. In Britain, TOR friction modifiers are primarily used to reduce noise and rail
head corrugations. They are also known to improve curving behaviour, as well as reducing wear and
damage to both wheel and rail. In North America one of the main drivers for use is to improve fuel
efficiency. In simple terms, a friction modifier adjusts the friction between the TOR and the wheel tread
to an intermediate level that is lower than dry rail but significantly higher than lubricated conditions.
This latter criterion is to ensure that the traction and braking capabilities of the vehicles are not
compromised. Modern lubricator equipment typically comprises electrically-powered cabinets with

37
large grease reservoirs and the potential to provide sufficient grease at one point of pick-up to suffice for
several curves, thereby covering considerable distances. Placement of the application bars in straight
track enables more convenient and safer location of equipment. Pick-up of grease in this situation relies
upon the grease building up to the extent that a train which is not in flange contact with the rail will still
pick up lubricant through its natural oscillating deviation from the track Centre line.

FIG 2.14 METRO TOR LUBRICATION

Wheel Flange and Check Rail Lubrication:

38
 FIG 2.15 WHEEL FLANGE AND CHECK RAIL LUBRICATION

The lubricant, sprayed on the wheel flanges of the first axle in the direction of travel, is transferred to the
rail face, thus lubricating the following wheel flanges. Optimally configured wheel flange lubrication
systems can supply as many as 250 axles. A large number of motor cars with wheel flange lubrication
provide the requisite lubrication for the rail network. This is the basis on which wheel flange lubrication
systems can achieve the desired effect.

OBSTACLE DETECTION DEVICE (ODD):

The purpose of Obstruction Detection Device (ODD) is to ensure safety during service operation by
stopping the train. ODD applies emergency brake when it detects the obstacle on the track and/or the
derailment of vehicle.

39
 FIG 2.16 OBSTACLE DETECTION DEVICE

Load transfer Mechanism:

The car +passenger load is transferred to track in following manner.

40
Tractive Force transfer Mechanism:

The Tractive force is transferred to car body in following manner.

41
Braking Force transfer Mechanism:

The Braking force is transferred to car body in following manner.

42
Coupler:

Automatic coupler:
The main task of the automatic coupler is to allow mechanical and pneumatic coupling.These are fitted at
the outer ends of a train set and are links between train units.

Semi-permanent couplers:
These couplers are used between the cars within a 2-car unit, which are joined together with a separate muff
fixed with screws and nuts. The couplers mechanically connect one car to another and form a rigid and slack
free connection.

Intermediate Automatic coupler:

The main task of the coupler is to allow mechanical coupling between the cars in the train set and to
transmit compressive and tractive loads.

43
 CHAPTER 3

Brake & Pneumatic System

There are two brake systems, the electrodynamic (ED) brake on the motor bogies and the electro
pneumatic (EP) friction brake on all bogies. Each car will be equipped with two BCUs, each responsible
for one bogie, and one BECU. The BECU controls the pneumatic brake bogies and performs the wheel
slide protection.
The BECU software shall be identical for every motor car (the BECU in T car has no project specific
application SW), although the interface (Bus data and hardwired signal number, use and meaning) could
be different.

Types of Brake:

Redundant Service Brake

Emergency Brake
Parking Brake
Holding Brake
BP-back up Brake

44
45
FIG 3.1 SERVICE BRAKE

FIG 3.2 EMERGENCY BRAKE

46
FIG 3.3 PARKING BRAKE

FIG 3.4 BP-BACK UP BRAKE

47
 FIG 3.5 EMERGENCY BRAKE LOOP RELAY

Brake Loop:

48
 FIG 3.6 BRAKE LOOP

1. Service Brake: Electric Regenerative brake and Electro-Pneumatic (EP) friction brake blending, Load
weighed and Jerk Controlled

2. Emergency Brake: EP friction brake, Load weighed

49
3. Parking Brake: Spring applied, air-release parking brake

4. Holding Brake: EP friction brake

5. BP (Brake pipe)-back up brake: Pneumatic friction brake

Service Brake -

Priority of braking effort;

- Electric Regenerative brake controlled by C/I of Motor car
- EP friction brake controlled by BECU of Driving trailer car
- EP friction brake controlled by BECU of Motor car (In the beginning and end of service braking)
- EP friction brake of Driving Trailer car & Motor car (In case of failure of electric brake)

Brake Blending –
The Electric brake of each Motor car is used in preference to the pneumatic brake, as it works without
wearing either brake blocks and is therefore more economical. The electric brake is controlled by the C/I
(Converter/ Inverter), In case that the Electric Regenerative brake cannot provide the braking effort as
demanded by the master controller of the driver, the missing brake effort will be supplied by the
pneumatic brake. This feature is called “blending “. The M car BECU on a two-car basis controls the
brake blending. Blending is carried out between Motorcar and Driving trailer car of a unit.

Emergency Brake –
The train set is equipped with an emergency brake loop wire. The emergency brake loop is connected to
the emergency brake magnet valve, which is opened when de-energized and closed when energized (Fail-
safe system). So, in case the emergency brake magnet valve is de-energized by interrupting emergency
brake loop, the emergency brake will be applied automatically.

Holding brake -
The holding brake is provided to prevent the train from rolling backwards on a rising gradient and the
train from moving at the station. The holding brake is released when C/I send the signal “Reset Holding
Brake” to the BECU. The tractive effort, which is applied when the signal “Reset Holding Brake Request”
50
is initiated, shall ensure that the train will not roll backwards at a slope. The holding brakes are 70% of
full-service brakes.

Parking Brake –
Parking brake is used for parking the train in depot and these are installed at Driving trailer car and Motor
cars (1 set per axle). Parking brake can be applied manually or these may apply automatically also when
the MR pressure is low. To apply parking brake put Mode Selector at Standby position and press “Parking
Brake on Push Button”. To release press “Parking Brake OFF Push Button”. Parking brakes are
automatically applied in the event of loss of the main reservoir pipe pressure.

Parking Brake Manual Release-

When MR pressure is low, it is possible to release individual parking brake manually from track level by;
pulling out the manual release device installed at the parking brake cylinder.

FIG 3.7 DRUM BRAKE SYSTEM

Operation of parking brake is monitored through the parking brake lamp installed at driver’s desk and
TIMS screen. When the parking brake is applied the parking brake lamp will be illuminated and the
application can be read through TIMS screen also.

Load Weighing –

51
The load dependent pressure limiting valve (B3.C) is used to limit the supply reservoir air pressure
according to the actual car load. At the same time the average load signal is electrically fed to the BECU
from the T pressure transducer on the EP-BCU. This signal is used for load compensation of the
propulsion and air-conditioning system.

Wheel Slide Protection (Anti-skid control) -

Wheel slide protection is used to optimize the stopping distance and to avoid the wheel flats under wheel
sliding conditions. Wheel slide protection is active in-service brake and emergency brake. The wheel slide
protection acts per bogie on each car by the dump valves (G2). Wheel-slide protection is operational at all
speeds down to 3 km/h. Speed sensor mounted on the cover of each axle box, detects the speed of the
associated wheel. When a potential wheel-slide event is detected, the BECU will release/apply the brakes
through energizing/ de-energizing the magnets of the dump valves. Wheel slip/slide is also controlled by
CI during electric regenerative braking and powering.

BP-back up Brake –
Additional BP (Brake pipe) controlled back-up brake system is provided in order to take over the brake
control function in case of failure of individual electronic or electrical control elements. The driver can
continue to control the pneumatic friction brake by using the driver’s brake valve.
The driver is able to apply or release the pneumatic brake by operating the driver’s brake valve installed at
the driver’s cab.
By the brake valve the brake pipe (BP) pressure can be reduced or increased depending on the time the
brake lever is maintained at “braking” or “driving”. During the normal service brake operation, the drivers
brake valve lever shall be maintained at “driving”.

Pneumatic Air Distribution System –

Main Compressor –
52
The compressor is a cylinder piston compressor powered by a 415 V AC, 50Hz motor and it has a
capacity of approximately 900 L/min free air at 10 bars. The main air-compressor unit is controlled by one
relay contact of BECU in the software to 8.0 bar for cut in and 10 bars for cut out. The second pressure
switch (A9) – set to 7.5 bar for cut in and 10 bar for cut out is provided as hardwired back-up in case of
failure of BECU. Based on the electrical signals of the pressure switch A9 and pressure transducer A10
the main motor contactor is controlled.
In normal service operation the air compressors of each DT car are controlled individually by the relevant
BECU at that trailer car. The BECU in turn communicates with all other BECU installed in the train
consist to determine which air compressor should be operated.

53
FIG 3.8 MAIN COMPRESSOR

54
Air Dryer and Filtration –
Moisture in compressed air systems often causes the pneumatic equipment to malfunction and wear
prematurely as a result of corrosion and freezing. The compressed air supplied by the main air compressor
is filtered by oil separator and dried by the air dryer unit and filtered by the oil micro filter. The air dryer
unit consists of two chambers with a adsorptive desiccant. While the main air flow is being dried in one
chamber (I), the desiccant of the other chamber (I) is being regenerated by the reversed air flow. Fig. Air

Main Reservoir –
Air supply system is provided with main air reservoirs (A7) with a capacity of 200 liters & located in each
DT Car.

FIG 3.9 MAIN RESERVIOR

Auto Drain Valve –

The automatic drain valve is used for automatic drainage (with manual drain also) of condensates from
compressed air reservoirs and oil/water separators. The drain valves are operated pneumatically by the
magnet valve A17.

55
 FIG 3.10 AUTO DRAIN VALVE

The MR pipe feeds air to the following subsystems:

1. Brake system
2. Air suspension equipment
3. Pantograph
4. Pneumatic signaling equipment
5. Automatic couplers

Isolating Cocks –
It is possible to isolate the compressed air supply system to the consumers such as air suspension equipment,
pantographs, air horns and automatic couplers by operating the isolation cocks with/ without a vent and an
electrical switch. The isolation cocks with/ without a vent and an electrical switch are located on the under
frame adjacent to the bogie.

56
 1 Housing 4 Handle I Supply port
2 Spherical plug 5 Stop washer II Consumer
port
3 Ball valve 6 O-ring

FIG 3.11 ISOLATING COCKS

Single Protection Valve –

The single protection valve (B26) is installed in front of the main reservoir (MR) air hose of each end of
the car. The valve shuts off the air supply through the hose in the event of a break or damage to the hose
or the main piping, maintaining the main reservoir air pressure in the system.

FIG 3.12 SINGLE PROTECTION VALVE

57
Auxiliary Air Distribution System -
In the event that the MR pipe is not charged, the required air pressure for pantograph operation is supplied
by the auxiliary motor-compressor unit (U01).The unit includes a single-stage compressor driven by a 110
VDC motor.

Brake Control Equipment –

Brake Electronic Control Unit –

The BECU commands the brake system and implement anti-skid functions by evaluating the set points for
the brake value out of various input signals (e.g. brake demand signals, speed signals or load signals.).
BECU calculates the required brake force according to brake demand and send electrical signal to the
BCU. Every car has its individual BECU. To achieve a comfortable ride in all braking modes, load
correction and wheel slide control and jerk control are active.

Equipment Layouts

FIG.3.13 BECU

58
The BECU consists of the following PCB’s

1. MB04B Card –
MB04B is a main board. It is loaded with application software. It consists of a main board MB03B
and a man machine interface (MMI).

2. EB01B Card –
EB01B is an extension board in the ESRA system. The board is used to enhance the input and
output operations of the main board. The EB01B extension board provides relay outputs, and
optocoupler inputs and outputs. EB01B interfaces with the peripherals.

3. CB07A Card –
CB07A is a communication board in the ESRA system. The board transforms messages between
the internal BECU bus and an external RS485 bus.

4. PB03A Card –
PB03A is used to power the BECU. It meets the demands of both the electronic boards and the
sensors and actuators.

Brake Control Unit – One pneumatic brake control unit (B3) is provided in every car. The BCU has
following main components.

a. Analog Converter
b. Emergency Brake Valve
c. Double Check Valve
d. Pressure Transducer
e. Load Limiting Valve
f. Relay Valve
The analogue converter (B3.A) in converts the electric friction brake demand signal from the BECU (B15)
into a proportional pre-control pressure (Cv).The analogue converter is equipped with a charging magnet
valve, a venting magnet valve. The signal of the pressure transducer” Cv” indicates the actual pressure
level in the control unit. The relay valve provides a large volume air flow at the specific pressure level,

59
pre-controlled by the analogue converter, to actuate the brake cylinders. The Cv-pressure sensor B3.G is
used to indicate the emergency brake pressure level generated by the emergency brake magnet valve
(system pressure 8 to 10 bar).The double check valve B3.B is used to change-over between normal service
brake and back-up brake operation by the distributor valve type STV (B41).The isolating cocks with
electrical switch (B4.3) in the brake cylinder pipe isolate the brake per bogie and allow the air-applied
brake cylinders to be released on a per bogie basis.

60
61