Beruflich Dokumente
Kultur Dokumente
BACHELOR OF TECHNOLOGY
in
Certified that
the
summer
training
project
report
entitled
SIGNALLING AND
for
the
partial
fulfillment
of
the
requirements for the award of the four year degree of Bachelors in Technology in
Electronics and Communication Engineering, carried out under my supervision during
June19 ,2016 to July 31, 2016.
Dr. VIJAY
(TRAINING SUPERVISOR)
DMRC
Acknowledgement
ABSTRACT
DELHI METRO RAIL CORPORATION IS A WORLDS LEADING RAPID
TRANSPORT SYSTEM BASED IN NEW DELHI AND NCR.THE SIGNAL AND
TELECOMMUNICATION DEPARTMENT AT THE HEART OF THE METRO
3
TABLE OF CONTENT:-
S
NO
1
2
3
4
5
6
7
CHAPTER
PAGE NO
DMRC NETWORK
SCADA
12
19
OB COMMUNICATIONS
27
ATC/ATO
30
APENDIX
37
LIST OF FIGURES
S.No. Figure No.
Figure Description
Page Number
01
Fig.1
DMRC NETWORK
05
02
Fig.2
B CHOP
07
03
Fig.3
10
04
Fig.4
11
05
Fig.5
ATC
12
06
Fig.6
19
07
FIG 7
ATO
24
08
FIG 8
28
09
FIG 9
31
LIST OF TABLES
S.NO
TABLE NAME
PAGE NO
22
OB COMMUNICATION
22
SCADA
12
ATP
30
CHAPTER 1
ABOUT THE COMPANY
CHAPTER 2
DMRC NETWORK:-
SCADA system
surveillance.
for
power
supply
and
network
equipment
CHARACTERISTIC
10
4. Low maintenance
Stray Current Monitoring System (SCMS)
This system provides evaluation of the stray current conditions of the
track, which facilitates early detection of insulation deficiencies and allows
necessary measures to be taken to prevent potential damages caused by
stray current corrosion
11
12
CHAPTER 3
SCADA (Supervisory control $
data acquisition)
13
CHAPTER 4
14
ATO
1. Control all operation from acceleration to stopping.
2. Realize driverless operation.
ATC
1. Used for making high speed operation.
2. It detect train position and transmit signal to control unit.
train can pass freely. If the signal is red the train stop is raised and, if the
train attempts to pass it, the arm strikes a "trip cock" on the train,
applying the brakes and preventing motoring.
Electronic ATP involves track to train transmission of signal aspects and
(sometimes) their associated speed limits. On-board equipment will check
the train's actual speed against the allowed speed and will slow or stop
the train if any section is entered at more than the allowed speed.
The Overlap
If a line is equipped with a simple ATP which automatically stops a train if
it passes a red signal, it will not prevent a collision with a train in front if
this train is standing immediately beyond the signal.
16
Track-Circuited Overlaps
A123 showing red, the driver of Train 2 may see the green signal A121
behind Train 1 and could "read through" or be confused under the "stop
and proceed" rule.
for the following train to be stopped if it passes the first stop (red) signal.
In Figure 6, in order for Signal A125 to show a proceed aspect (green), the
two blocks ahead of it must be clear, with Train 1 completely inside the
block protected by Signal A121.
ROLLING STOCK
The first wave of rolling stock was manufactured by a consortium
comprising Hyundai Rotem, Mitsubishi Corporation and Mitsubishi Electric
Corporation. Initial sets were built by ROTEM in South Korea, with later
examples 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 eight is possible. The trains have automatic doors,
secondary air suspension and brakes controlled by microprocessor.
Delhi Metro has a fleet of 280 coaches, which DMRC runs as 70 trains
every day. Each train can accommodate about 1,500 people, 240 seated.
Maximum speed is 80km/h (50mph), with a 20-second dwell time at
stations. Train depots are located at Khyber Pass, Najafgarh, Shastri Park
and Yamuna Bank.
In May 2011, BEML received a contract worth Rs9.2bn ($205m) from
DMRC to supply 136 intermediate metro cars. The delivery is expected to
be completed by December 2013.
In March 2008 Bombardier Transportation announced an 87m ($137m)
contract for 84 MOVIA metro cars, a follow-on to an order for 340 placed in
July 2007. The new vehicles are being deployed as part of the Phase II
expansion.
In September 2011, Bombardier received a $120m order for 76 additional
MOVIA metro cars. This was a follow-on contract to an order placed for
114 vehicles in the middle of 2010. Deliveries under the new order are
expected to be completed between the third quarter of 2012 and early
2013.
DMRC received the first MOVIA metro car from Germany in February
2009. The first 36 vehicles will be manufactured in Gorlitz, Germany, and
the remaining 388 cars will be built at Bombardier's Indian manufacturing
facility in Savli, South Gujarat.
A Phase I broad gauge train, supplied by Hyundai Rotem-BEML.
A Phase II broad gauge train, supplied by Bombardier.
The Metro uses rolling stock of two different gauges. Phase I lines use
1,676 mm (5.499 ft) broad gauge rolling stock, while three Phase II lines
19
use 1,435 mm (4.708 ft) standard gauge rolling stock. Trains are
maintained at seven depots at Khyber Pass and Sultanpur for the Yellow
Line, Mundka for the Green Line, Najafgarh and Yamuna Bank for the Blue
Line, Shastri Park for the Red Line and Sarita Vihar for the Violet Line.
Broad gauge
The broad gauge rolling stock is manufactured by two major suppliers. For
the Phase I, the rolling stock was supplied by a consortium of companies
comprising Hyundai Rotem, Mitsubishi Corporation, and MELCO. The
coaches were initially built in South Korea by ROTEM,[116] then in Bangalore
by BEML through a technology transfer arrangement. These trains consist
of four 3.2-metre (10 ft) wide stainless steel lightweight coaches with
vestibules permitting movement throughout their length and can carry up
to 1500 passengers, with 50 seated and 330 standing passengers per
coach. The coaches are fully air conditioned, equipped with automatic
doors, microprocessor-controlled brakes and secondary air suspension,
and are capable of maintaining an average speed of 32 km/h (20 mph)
over a distance of 1.1 km (0.68 mi). The system is extensible up to eight
coaches, and platforms have been designed accordingly.
The rolling stock for Phase II is being supplied by Bombardier
Transportation, which has received an order for 614 cars worth
approximately US$ 1100 million. While initial trains were made in
Germany and Sweden, the remainder will be built at Bombardier's factory
in Savli, near Vadodara These trains are a mix of four-car and six-car
consists, capable of accommodating 1178 and 1792 commuters per train
respectively. The coaches possess several improved features like Closed
Circuit Television (CCTV) cameras with eight-hour backup for added
security, charging points in all coaches for cell phones and laptops,
improved air conditioning to provide a temperature of 25 degrees Celsius
even in packed conditions and heaters for winter.
Standard gauge
The standard gauge rolling stock is manufactured by BEML at its factory in
Bangalore. The trains are four-car consists with a capacity of 1506
commuters per train, accommodating 50 seated and 292 standing
passengers in each coach. These trains will have CCTV cameras in and
outside the coaches, power supply connections inside coaches to charge
mobiles and laptops, better humidity control, microprocessor-controlled
disc brakes, and will be capable of maintaining an average speed of
34 km/h (21 mph) over a distance of 1.1 km (0.68 mi)
position. This prevents any kick from the pipe as it is disengaged. Closing
the angle cocks also has the effect of bleeding off the air trapped in the
hose. The angle cock has a special bleed hole for this purpose.
20
CHAPTER 5
OB COMMUNICATION
Train radio system
The train radio system is the main link for non-safety critical vehicle
communication. The system can handle both voice and data
communication in order to
Allow operation control center (00C) to read status information
from the vehicle .Allow the driver to speak with OCC and/or
depot.
Allow OCC to perform remote operation of the vehicle PIS.
21
DT car
hifT-car
19 Trainborne rack
Speaker
Handset
Antenna
Fist microphone
radio system:
Train Control and Management System (TCMS):The function of TCMS is to control and monitor on
board systems and sub systems connected to the train
communication
network.
The
TCMS
system
incorporates unit and train level functionality for the
different systems that has interlaces with the TCMS
system. it is a distributed and modular system.
The following functions/systems are supervised
/controlled by TCMS:
Propulsion
Brakes
Auxiliary electric system
22
system
ATP/ATO
Train radio
Air supply
Carbody fittings
Interior
23
Coupler
HVAC
Line voltage
Battery
Fire detection
CCTV
Units in TCMS
Unit
CCU-0
C
D
DX2
DX3
DX4
CC;UMOBA
MIOMIOMIOAX
MCG
Anten
Dual-
Band
11M1
na
D
T
MCAR
CAR
Central computing unit
operational
Central
cornputing unit
comfort
Mode/Battery/Address
unit
Modular digital input/output
unit
Modular digital input/output
unit
Modular
digital input/output
ur.:
Analogue
input /output unit
Mobile communication
gateway
1
3
2
1
1
1
1
1
1
T
1
1
1
1
1
TCMS software
CCTV System (Closed-Circuit Television):The main function of CCTV system is to record the events in the
saloon area & Platform.
Cameras are directly connected to the DVRs in the DT-car
It, other cars cameras are connected to remote units.
All images are streamed to the DVRs where they are stored.
The DVRs and remote units are connected to the TCMS via IP
backbone.
The CCTV system via DVF-i will communicate with the TCMS via IP
backbone.
Live camera images can be viewed on monitors in both cabs.
System activation:
When the vehicle is activated, it performs a system start-up and
supplies power to the CCTV system.
After the system start-up, tile video system starts recording images.
System de-activation:
When there is no power, the CCTV system de-activates.
CHAPTER 6
To drive trains between stations and slop them with high precision.
To give consistent speed profile for at trains to improve both traffic
regularity and Line capacity.
ATO
ATP is the safety system which ensures that trains remain a safe
distance a part and have sufficient warning to allow them to stop
without colliding with another train. ATO (Automatic Train
Operation) is the non-safety part of train operation related to station
stops and starts.
ATO works well when the line is clear and station run-ins and runouts are unimpeded by the train ahead. However, ATO has to be
capable of adapting to congested conditions, so it has to be
combined with ATP at stations when trains are closely following each
other. Metro operation at stations has always been a particular
challenge and, long before ATO appeared in the late 1960s, systems
were developed to minimize the impact when a train delayed too
long at a station.
When Train 1 begins to leave the station, it will clear sub-block A2A
first and signal A2A will then show green. Train 2 will have reduced
speed somewhat but can now begin its run in towards the platform.
At this next stage in the sequence, we can see (left) that Train 1 has
now cleared two sub-blocks, A2A and A2B, so two of the multi-home
signals are now clear. Note that the starting signal is now red as the
train has entered the next block A1. Train 2 is running towards the
station at a reduced speed but it has not had to stop.
When Train 1 clears the overlap of signal A1, the whole of block A2
is clear and signal A2C clears to allow Train 2 an unobstructed run
into the platform.
Fixed block metro systems use multi-home signalling with ATO and
ATP. A series of sub-blocks are provided in the platform area. These
impose reduced speed braking curves on the incoming train and
allow it to run towards the platform as the preceding train departs,
whilst keeping a safe braking distance between them. Each curve
represents a sub-block. Enforcement is carried out by the ATP
system monitoring the train speed. The station stop beacons still
give the train the data for the braking curve for the station stop but
the train will recalculate the curve to compensate for the lower
speed imposed by the ATP system.
When the train has stopped, it verifies that its brakes are applied
and checks that it has stopped within the door enabling loops.
These loops verify the position of the train relative to the platform
and which side the doors should open. Once all this is complete, the
ATO will open the doors. After a set time, predetermined or varied
by the control centre as required, the ATO will close the doors and
automatically restart the train if the door closed proving circuit is
complete. Some systems have platform screen doors as well. ATO
will also provide a signal for these to open once it has completed the
on-board checking procedure. Although described here as an ATO
function, door enabling at stations is often incorporated as part of
the ATP equipment because it is regarded as a "vital" system and
requires the same safety validation processes as ATP.
Once door operation is completed, ATO will then accelerate the train
to its cruising speed, allow it to coast to the next station brake
command beacon and then brake into the next station, assuming no
intervention by the ATP system
Functions of ATP
must be zero by the time train reaches the end of Block A3. If the
train attempts to enter Block A2, the on-board equipment will detect
the zero speed code (0/0) and will cause an emergency brake
application. As mentioned above, Block A2 is acting as the overlap
or safe braking distance behind the train occupying Block A1.
When the first train clears Block A1, the codes in Blocks A2, A3 and
A4 will change to the next speed up and any train passing through
Distance-to-Go
Speed Monitoring
Both the older, speed step method of electronic ATP and "distanceto-go" require the train speed to be monitored. In Fig 8 above, we
can see the standard braking curve of the speed step system always
remains inside the profile of the speed steps. The train's ATP
equipment only monitors the train's speed against the permitted
speed limit within that block. If the train goes above that speed, an
emergency brake application will be invoked. The standard braking
curve made by the train is not monitored.
The blocks are now just the spaces to be occupied by trains and are
not used as overlaps as well. Distance-to-go can be used for manual
driving or automatic operation.
Systems vary but often, several curves are provided for the train
braking profile. This example shows three: One is the normal curve
within which the train should brake, the second is a warning curve,
which provides a warning to the driver (an audio-visual alarm or a
service break application depending on the system) and the third is
the emergency curve which will force an emergency brake if the
driver does not reduce speed to within the normal curve.
REFERENCES
1 WWW.DELHIMETRO.COM