CHAPTER 1- Introduction

METRO is like a dream come true for Delhi, a revolutionary change in the city transport. Delhi
needs metro system in the first place and it would change things for the better not only for
people who would be using it but also for the people living in Delhi by reducing congestion, air
pollution, noise pollution and accidents.

1.1 FORMATION OF DMRC

A company under the name DMRC was registered on 30.05.1995 under the companies act for
construction and operation of the metro project. DMRC is the joint venture of the Government
of India and Government of National Capital Territory of Delhi. It started functioning in
November 1997. It appointed General consultant in August, 1998 to assist them for
implementation of the project. This is the consortium office international consultancy company
led by Pac Consultants International (PCI), Japan. The whole project of approximately 200Kms
is to be completed in three phases up to 2021, the first phase of the project, comprising of
approximately 62.06Kms, is currently operational.

1.2 BENEFITS OF DELHI METRO ON COMPLETION

On the completion of the first phase of the Delhi Metro, it would be catering to around 2.18
million commuters per day resulting in decongestion of the roads. This would also mean that
there would be less- number of buses on the roads. It has also reduced the travel time. Also, the
pollution level is reduced to about 50%.

Since the first phase of the Delhi Metro is operational a large number of commuters are having
a lot of convenience in reaching their desired destination in the required time.

1.3 AWARDS WON

The Delhi Metro has been awarded OHSAS (Occupational Health and Safety Assessment
Sequence 18001) by RINA (Registro Italiano Navale India Pvt. Ltd.), Geneva.

To help in proper maintenance the DMRC has been divided into departments and sub
departments -

 Signaling
 Telecom
 Rolling Stock
 P. Way
 AFC

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 AS PER MY TRAINING SCHEDULE I WAS SENT TO ROLLING STOCK UNIT

1.4 Rolling Stock Overview –

1.4.1 Train Formation

At present each train set consist of four cars. Both ends of the train-set are Driving
Trailer (DT) cars and middle cars are Motor (M) cars.

The train set can be controlled as a complete unit or as separate units for various
maintenance activities at the depot.

1) 4 Car - DT-M-M-DT
2) 6 Car - DT-M-M-T-M-DT
3) 8 Car - DT-M-M-T-M-T-M-DT (Here T car is the non-driving trailer car.)

1.4.2 Salient Features

1. Broad Gauge

2. 25 KV Supply Voltage System

3. Three phase A.C. Induction Motor

4. Fail Safe braking with regenerative braking

5. VVVF Control

6. Reinforced conical rubber primary Suspension

7. Secondary Air Suspension

8. Uniform Floor Height

9. Jerk Controlled Braking

10. Light Weight Stainless Steel Structure

11. Slip/Slide protection

12. Train Integrated Management System

13. PLC based saloon Air conditioning system

14. Electrically Operated and electronically controlled Saloon Doors

15. Emergency Door

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 16. ATP/ATO

Fig. 1.1 Schematic of a Driving Trailer Car

-
Fig. 1.2 Schematic of a Motor Car

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 CHAPTER 2- ROLLING STOCK WORKSHOP LAYOUT DIAGRAM

FIG2.1 WORKSHOP LAYOUT DIAGRAM

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5
CHAPTER 3-SERVICE DETAILS

3.1 FLOW OF WORK IN ROLLING STOCK DEPARTMENT

Fig.3.1 Work flow in rolling stock department

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3.2 BOGIE AND WHEELS

3.2.1 BOGIE

The bogies are of conventional H-frame design, with air springs located between the
bogie interface assembly and the bogie frame.

Major components of bogie are as under-

Table3.1 Difference between major components of different bogies

3.2.1.1 BOGIE FRAME-

The bogie frame is “H” or “I” shaped fabricated frame construction with two side frames
and one transom. The side frame provides the mounting support for the air spring
assemblies and primary spring assemblies. The transom area incorporates mounting
brackets, the mono-link mounting bracket

BOGIE FRAME LAYOUT

Bogie frame for DMRC is divided into two types as follows:

1. Motor bogie frame – The transom area incorporates mountings for the brake
equipment, driving gear mounting brackets, traction motor mounting
brackets, the mono-link mounting bracket.
2. Trailer bogie frame – The transom area incorporates mountings for brake
equipment, the mono-link mounting bracket is bolted to the transform of
front bogie.

6 SL108
 Fig 3.2

Fig 3.3

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 3.2.1.2 Centre Pivot Device –

Mono-Linkage type Centre Pivot Device forms the main connection between the
bogie and the car body. This allows for full movement of the bogie (lateral, vertical,
yaw and pitch) with respect to the body structure but restricts the longitudinal
displacement between the bogie and car body. There are mono- link in the traction
center. The rod transmits the longitudinal traction and braking forces between the
bogie and car body.

Fig 3.4

3.2.2 WHEEL –

Trailer and motor wheels have identical. Diameter of wheel is new wheel 860mm and
fully worn wheel 780mm. The wheel is forged steel.

- Minimum thickness of flange measured from wheel gauge face at 13mm from
outer edge of flange = 22mm.
- Maximum projection for flange of worn wheel measures from the tread at 63.5mm
from the wheel gauge face = 35mm.

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 Fig 3.5

3.2.3 AXLE –

Motor and trailer bogie axles are similar, except the motor bogie axles have additional
mounting seats for the gearbox. All the components are a shrink fit onto the axle.
Because of the integral gearbox fitted to the motor bogie, motor and trailer axles are
not interchangeable

Fig 3.6

3.2.3.1 Axle box –

Axle box are provided to both withstand the implementation of the bogie and car
body loads and have additional mounting seats for front cover and conical rubber
spring and cover axle bearing.

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 Fig 3.7
3.2.3.2 Axle Bearing –

The axle bearing is self-contained, pre-assembled, pre-adjusted, pre-lubricated,

enclosed tapered roller bearing unit. The diameter is 130mm.

3.2.3.3 Driving Gear & Coupling –

The driving gear is mounted on both of the transom and the power motor axle. The
power is transmitted from the motor to the gearbox by means of a torsionally rigid
but flexible gear coupling.

Fig.3.8 Driving Gear

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 Fig 3.9 Gearbox with coupling Fig 3.10 Gearbox without coupling

2.3.8 Traction Motor

The Traction Motor provides the necessary torque to move the Train. Every motor car
has 4 traction motors with two per bogie. The Traction Motor is a VVVF (Variable
Voltage Variable Frequency Drive) 220 kW, 3 Phase, 4 Pole, Squirrel Cage Induction
Motor, which has excellent heat resistant characteristics. The motor is protected from
earth fault, over temperature, over loading and over speed. The cooling is done by self-
ventilation.

Fig 3.11 Traction Motor

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 Fig.3.12 Traction Motor Parts

3.3 AIR CONDITIONING SYSTEM

3.3.1 Overview

Two types of Air conditioning systems are used in the Delhi Metro which are:

1. Saloon Air Conditioning System

2. Cab Air Conditioning System

Saloon AC Cab AC

Fig. 3.13 Aircon Systems

3.3.2 Saloon Air Conditioning System

The Saloon Air Conditioning System uses two air conditioning units each of 41 kW cooling
capacity per car which are mounted on the roof. The major components are -
1. Compressor
2. Condenser Coils
3. Condenser Fan
4. Supply Air Blower
5. Evaporator Coils
6. Return Air Filter
7. Filter Drier
8. Fusible Plug
9. Dual Pressure Control
10. Sight Glass

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11. Liquid Line Solenoid Valve
12. Service Access Valves
13. Thermal Expansion (TX) Valve
14. Emergency Inverter
15. Transformer
16. Temperature Probes
17. Electrical Control Equipment
(a) Rotary Control Switch
(b) Electrical Components
(c) Relays
(d) Terminals
(e) AC/DC Converters
(f) Contactors
(g) Circuit Breakers
i. Condenser Fan Motor
ii. Compressor
iii. Supply Fan Motor

Fig 3.14 Aircon Unit

3.3.3 PLC Control

The heart of the control system for the air conditioning unit is the PLC (Programmable
Control Logic) which uses a control program stored in the PLC’s memory. The PLC
closes or opens electrical circuits connected to its output depending on the status of the
inputs. When a component in the system fails, the PLC diagnoses the problem and
isolates the failed component.

3.3.4 Operating Modes

1.Normal Operating Modes - In normal mode the unit provides cooling and ventilation
through various cool modes which are as follows –

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 (a) Cool-1 Mode - In cool-1 mode 50% of the total cooling capacity is provided by
unloading the semi-hermetic compressor and energizing only one of the liquid
line solenoid valves which allows the refrigerant to flow into the evaporator
coil.

(b) Cool-2 Mode - In cool-2 mode 100% of the total cooling capacity is provided
by fully loading the semi-hermetic compressor and energizing both of the
liquid line solenoid valves which allows the refrigerant to flow into the
evaporator coil.

(c) Vent Mode - In vent mode only fresh air provided by energizing the supply
fans and there will be no cooling.

Fig 3.15 Temperature Control Regime

2.Emergency Mode - In case of AC power failure the unit shifts into the emergency
vent mode in which only fresh air is provided for which the
power is drawn from the battery alone.

3.Smoke Mode - In this mode the unit shuts off the fresh air intake and provides
full re- circulation of return air within the saloon.

3.3.5 Design Conditions

Description Conditions
No. of Passengers M Car - 392, DT Car - 361
Ambient Conditions 43◦ C DBT, 33% RH / 39◦ C DBT, 41% RH
Inside Conditions 33◦ C DBT / 29◦ C DBT
Present Condition 24◦ C DBT
Fresh Air per Passenger 2.3 litres/sec
Cooling Capacity 41 kW per unit and 82 kW per car

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 Fig 3.16 Air Conditioning Working Concept

3.3.6 Refrigeration Equipment

1.Compressor - The function of the compressor is to pump the refrigerant through the
system and to compress the low pressure, low temperature refrigerant to a high- pressure
high temperature superheated vapour.

(a) Type - Semi-Hermetic Four Cylinder Reciprocating Suction Gas Cooled

(b) Speed -1450 RPM
(c) Swept Volume - 82.21 m34/hr
(d) Displacement - 945 ccm

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 Fig 3.17 Compressor

2.Condenser - The function of the condenser coil is to reject the heat from refrigerant
absorbed by the evaporator coil and during the compression process.

(a) Type - Copper finned, copper tube, brass frame heat exchanger
(b) Quantity - 2 per unit
(c) Air Flow per coil - 2700 litre/sec

3.T-X Valve - The TX valve regulates the refrigerant flow into the evaporator coil,
expanding the liquid from high pressure to low pressure, and causing a large drop in
refrigerant temperature.

(a) Refrigerant - R22 (CHF2Cl)

(b) Range - (-40◦ C to +10◦ C)
(c) Factory Superheat - 5 K
(d) Max Bulb Temperature - 100◦ C
(e) Max Working Pressure - 28 bar

4.Evaporator Coil - The prime function of the evaporator compartment is to deliver

conditioned air to the main supply air duct that services the vehicle.

(a) Type - Copper finned, copper tube, brass frame heat exchanger.
(b) Quantity - 1 per unit
(c) Air Flow - 1350 litres/sec
(d) Face Velocity - (≤ 2.5 m/sec)
(e) Cooling Capacity - 41 kW per unit

5.Dual Pressure Control - Its function is to switch off the refrigeration system in case
of adverse system conditions. It monitors both the high and low refrigerant pressures.
If the low (LP) or high (HP) pressures reach a predetermined set point, the
refrigeration system will be shut down.

(a) Range – LP (50 to 700 kPa), HP (300 to 3000 kPa)

(b) Set Points – LP (50/350 kPa), HP (2500/2800 kPa)
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 Fig 3.18 Refrigeration Unit General Assembly

3.3.7 Air Supply Equipment

1.Supply Fan - It supplies conditioned air inside saloon. It draws back 70% of return
air & 30% of fresh air at normal conditions.

(a) Type - Two double inlet centrifugal blower wheels with double shafted
motor
(b) Quantity - 2 per unit
(c) Air Supply - 1350 litre/sec at 470 Pa external static pressure
(d) Motor - 2.2 kW, 1500 RPM, 415 V

2.Condenser Fan - Its function is to draw the atmospheric air through condenser coil,
inside which hot refrigerant is flowing, thus making allowing for heat rejection &
condensing the hot refrigerant.

(a) Type - Multi wing axial fan, 9 blades, draw through

(b) Quantity - 2 per unit
(c) Speed - 0 to 2040 RPM
(d) Motor - 2.2 kW, 1500 RPM, 415 V

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 3.Air Dampers - Their function is to control the fresh air & return(recirculated) air
volume as per requirement.

Operating Mode Fresh Air Damper Return Air Damper

Normal Mode 30% Open 100% Opened
Smoke Mode 100% Closed 100% Opened
Emergency Mode 100% Opened 100% Closed

Fig.3.19 Refrigeration Schematic

3.3.8 Air Transfer Scheme

Fig. 3.20 Air Transfer Scheme

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3.3.9 Cab Air Conditioning System

The Cab Air Conditioning System uses one air conditioning unit of 5 kW cooling
capacity which is mounted on the roof of DT car. The major components are –

1. Compressor
2. Condenser Coils
3. Condenser Fan
4. Supply Air Blower
5. Evaporator Coils
6. Return Air Filter
7. Filter Drier
8. Fusible Plug
9. Dual Pressure Control
10. Sight Glass
11. Liquid Line Solenoid Valve
12. Service Access Valves
13. Thermal Expansion (TX) Valve

3.3.10 Cab Aircon Control

There are three switches that control the Cab AC unit which are as follows –

1.Cab Air Control - This controls the Cab AC mode. It allows the selection of any of
the operational mode from the following –

(a) Normal Mode - The AC works normally as set by the Fan speed switch
and cooling setting switch.
(b) Vent Mode - The AC operates only the supply fans.
(c) Back Up Mode - In this mode air is drawn in to the driver’s cab from
the saloon supply air ducts. Used in case of cab AC failure.
(d) Off Mode - The cab AC is disabled and no ventilation, heating or
cooling will operate in this mode.

2.Cab Fan Speed Control - Controls the rotational speed of the supply air fans and
hence affects the amount of conditioned air supplied. It has following modes –

(a) High - The supply air fan speed is around 1420 RPM.
(b) Low - The supply air fan speed is around 1300 RPM.

3.Cab Temperature Control - Controls the temperature of the supplied conditioned air.
It has following modes –

(a) High
(b) Middle
(c) Low

3.3.11 Different Faults of Air Conditioning System

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 1. Circuit Breaker Tripping
This fault is generated when any of the circuit breaker i.e, SFB, CMB or CBF gets
tripped. The results of different circuit breaker tripping are :-

Circuit Breaker Tripped- Response

CBF-1 OR CBF-2 - System will run as usual with increased discharge
pressure.
CBF-1 & CBF-2 - System will not run in cool mode.
CMB - System will not run in cool mode.
SFB - System will not run in any mode.

2. Pressure Faults

1. HP (High Pressure) Fault - When system pressure increases beyond a given

safe limit for the system, then this fault occurs. If such instances occur more
than 3 times in an hour, then cooling system will shut down.

2.LP (Low Pressure) Fault - When system pressure decreases beyond given
safe limit for the system, the fault occurs and the cooling system will be shut
down.

3. High Ambienet Temperature Unloading

In case of adverse ambient condition, to avoid overloading of cooling system, the

system is unloaded.

4. RAT/FAT Probe Fault

These faults occur in case of failure of the temperature probes.

5. COTS / IOAT Getting Operated

These are temperature switches, installed inside the compressor motor winding and
inverter area respectively, and gets operated when temperature exceeds the given limit
and the respective system is shut down.

3.4 DOOR
3.4.1 Overview
The door system permits safe entry to and exit from the train. They also provide
physical, thermal and acoustic separation from the external environment. Four types of
doors are provided in the train –
1. Passenger Saloon Door
2. Cab Side Door
3. Emergency Door
4. Saloon Partition Door

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 Fig.3.21 Types of Door

3.4.2 Passenger Saloon Door

The passenger saloon door comprises electrically powered, double leaf, sliding doors
designed to permit safe entry and exit for passengers from the train cars. The major
components are –

1. Door Panel
2. Door Control Unit (DCU)
3. Door Gear Assembly
4. Door Locking Mechanism
5. Emergency Release Mechanism
6. Door Isolation Switch

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 Fig.3.22 Passenger Saloon Door

3.4.2.1 Door Panels

Door panels are of aluminium composite construction bonded using aerospace

technologies. Two number of door panels (LH / RH) are provided in each door. Door
panels specifications –

1. Door panels height is 2100 mm.

2. Door panels width is 875 mm.
3. Door panels thickness is 32 mm.

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 Fig.3.23 Saloon Door

3.4.2.2 Door Gear Assembly

The Door Gear Assembly mainly consists of –

1. Mainframe Assembly - The Mainframe Assembly is located at the top of each

External Slider Door system. This is primary fixing point for mounting the door
assembly into the car body.

2. Electric Motor and Gearbox - The electric motor provides power for the movement
of the door panels. It is controlled by 110 V DC supply.

3. Transmission Belt and Transmission Pulley - The transmission belt and pulley
transmit the motor movement to the spindle shaft. The transmission pulley is mounted
on spindle shaft.

4. Spindle Shaft - On the movement of the pulley spindle shaft rotates and transfers the
movement to the drive brackets via spindle nuts.

5. Drive Brackets - Door brackets are mounted on door panels.

6. Solenoid and Door Lock - The locking mechanism is integrated in in the Door Gear
Assembly in center of it. Mechanical locks are used to ensure full locking. The center
hook assembly locks the doors as they meet in the center. A lock switch mounted onto
the Door Gear Assembly is activated by the Center Hook Assembly to signal the Door
Control Unit that the door is locked.

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 Fig.3.24 Door Gear Components

Fig3.25 Door Lock Mechanism

3.4.2.3 Door Isolation Switch Assembly

Door isolation switch assembly is provided in the middle of door gear assembly. It is
used to isolate the door in case of any door failure.

3.4.2.4 Emergency Release Mechanism

Emergency release mechanism is provided to open any particular door without opening
all doors in case of any emergency. In every car door no. 2 and door no. 6 is provided
with external release device. Internal release device are provided in all cars.

3.4.2.5 Door Control Unit

Each passenger Door Gear includes a separate Door Control Unit (DCU). The Electronic
Door Control Unit controls all powered operations of the Door Gear. The DCU provides
all the power required by each Door System component and reports the door status to
the Train Integrated Management System (TIMS).

3.4.2.6 Obstruction Detection

During door close operation if any obstruction of 15mm -100mm or more obstructs the
door movement the DCU senses the obstruction. After sensing the obstruction, the DCU
takes three attempts to try and close the door.
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 3.4.2.7 Saloon Door Operation Concept

Fig.3.26 Saloon Door Working Concept

3.4.3 Cab Side Door

1. The cab side door system is a single-leaf, manual driven and sliding type.

2. Two door sets are located in the cab of each DT car. Each door set is a modular unit
and is differentiated only by whether it is left-handed or right-handed.

3. The cab side door operates manually. Door status signals, such as “Door Open” and
“Door Closed and Locked” are returned from the limit switches to the train operator’s
panel.

4. The cab light is turned on automatically when the cab door is opened.
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 Fig.3.27 Cab Side Door

3.4.4 Saloon Partition Door

1. The saloon partition door is a double leaf type door located in the center of the back
wall of the cab to permit access between the cab and the saloon.
2. Both door leaves are opened into the cab by the operation of a handle on the secondary
leaf from the cab side, or by square key from the saloon side.
3. Provision is made to permit a passenger to open the leaves from the saloon, in the
event of emergency, by the pushing out an emergency access panel on the master leaf
and operating the door handle on the cab side through the opening.
4. The cab main light is turned on automatically when the partition door is opened in
rear cab.

Fig.3.28 Saloon Partition Door

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3.4.5 Emergency Door
1. The emergency door is manually operated and has two basic modes of operation.

2. The head light and cab main light automatically illuminate upon deployment of the
emergency door.

3. Emergency door opens and deploys in such a way that in its final position the door
becomes an emergency ramp that enables passengers to descend from cab floor level
down to the track level.

Fig.3.29 Emergency Door

3.5 AIR SUPPLY SYSTEM

3.5.1 Overview

Air Supply system supplies compressed air of right quantity and correct air pressure to
the compressed air consumers. Types of Air Supply are –

1. Main Air Supply - Available when 415 V, 3 Phase AC is available from SIV
(Static Inverter).

2. Auxiliary Air Supply - Available when sufficient MR Pressure is not

available.

2. Air Supply Consumers

S No. Consumer Availability of Air Supply

Main Air Supply Auxiliary Air Supply
1. Brake System Available Not Available
2. Air Suspension Available Not Available
3. Pantograph Available Available
4. VCB Closing Available Available
5. Coupling Process Available Not Available

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 6. Pneumatic Horn Available Not Available

3. Air Supply Equipment

The Air Supply Equipment consists of three main parts –

1. Compressor - Consists of Main Compressor and auxiliary Compressor.

2. Air Treatment Unit - Consists of Oil Separator, Air Dryer, Micromesh

Oil Filter, Safety Valve, Pressure Transducer, Governor.

3. Air Reservoir - Consists of MR, Auxiliary Reservoir, Air Suspension

Reservoir, Surge Reservoir.

Fig.3.30 Main Air Supply Circuit

3.5.2 Compressor

There are two types of compressors –

1. Main Air Compressor –

(a) Discharge Air Pressure - 10 bar

(b) Nominal Discharge Capacity - 900 L/min
(c) Type - Piston
(d) Motor - 3 Phase, 415 V AC, 50 Hz, Induction Motor

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 Fig.3.31 Main Compressor
Features of piston compressor –

(a) It is W-Shaped 3-Cylinder Unit with 2-Stage compression reciprocating type

compressor.

(b) It has self-supporting, Flange-Mounted, Motor–Compressor set

(c) It creates very low sound pressure level.

(d) It has closed circuit splash type lubrication.

(e) It has forced air cool type heat exchanger i.e. radiator. (f) Its cooler fan speed is
controlled by temperature.

(f) It also has a torsionally rigid bellow type coupling between motor and
compressor which allows no rotary vibration.

(g) It is mounted with the car by wire rope isolators for no resonance throughout
the whole compressor speed range.

(i) Compressor can be driven by AC, DC and hydraulic motor i.e. very low
specific power consumption and also has low breakaway torque for low
starting current even at low temperatures.

29 SL108
 Fig.3.32 VV120 Compressor Schematic

2. Auxilliary Air Compressor –

(a) Nominal Discharge Capacity - 70 L/min

(b) Motor - 110 V, 860 W, DC Motor

Fig.3.33 Auxiliary Air Compressor

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3.5.3 Air Unit
Used to remove oil and moisture from the air. The Air Treatment Unit contains the following
components –

1. Oil Separator - It treats the compressed air from te main air compressor for any
impurities example oil and moisture. After filtration these impurities are drained out
by the automatic drain valve.

Fig3.34 Oil Separator

2. Air Dryer - After treatment from the. oil separator the compressor reaches the air
dryer which removes the moisture from the compressed air. The maximum relative
humidity of air at output of the air dryer is lower than 35 %.

Fig.3.35 Air Dryer

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 3. Micromesh Oil Filter - Before feeding the compressed air into the main reservoir it
is again treated by the micromesh oil filter which removes the micro particles of oil
and moisture. These condensed impurities are then drained outside by the automatic
drain valve.

Fig.3.36 Micromesh Oil Filter

3.5.4 Air Reservoirs

The reservoirs are made up of stainless steel and have a device for venting and draining
of the contents of the reservoirs.

S No. Reservoirs Capacity Quantity Location

1. Main Reservoir 200 Liter 1 DT/T
2. Auxilliary Reservoir 25 Liter 1 DT/T
3. Air Suspension Reservoir 70 Liter 4 DT/M/T
4. Air Suspension Supply 50 Liter 1 DT/M/T
5. Brake Reservoir 100 Liter 1 DT/M/T
6. DBV Reservoir 5 Liter 1 DT/T

3.6 BRAKE SYSTEM

3.6.1 Overview
There are five types of brakes that are employed by the Delhi Metro -
1. Service Brake
2. Parking Brake
3. Holding Brake
4. Emergency Brake
5. BP Back up Brake
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 3.6.2 Service Brakes

The service brakes consist of two types of brakes –

1. Electro Dynamic Brakes

2. Electro Pneumatic Brakes

1. Electro Dynamic Brakes

Also known as regenerative brakes. In this type of braking the traction motor acts as a
generator, converting the potential energy which is stored as inertia of the train into
electrical energy. It is controlled by the C/I (Converter/Inverter) of the M car.

2. Electro Pneumatic Brakes

The electro pneumatic brakes are the frictional brakes which are applied by the DT car.
It is applied when the electro dynamic brake is not sufficient.

3. Brake Blending

The electro dynamic brake is used in preference to the pneumatic brakes as it does not
wear the brake pads and is therefore more economical. The electric brake is however is
sufficient to brake the train unit up to certain speeds and load conditions without support
from the pneumatic brakes. When the demanded braking effort cannot be provided by
the electric brake the pneumatic brake kicks in to supply the missing braking effort. This
feature is known as blending which is conducted by both the DT and M car working as
one blending unit.

Fig.3.37 Brake Blending

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 Fig.3.38 Blending Request

3.6.3 Parking Brakes

The Parking Brake is used for parking the train in depot. Parking brakes are installed in the DT
and M car with 1 set per axle. It is a spring actuated brake. It is capable of being automatically
applied and released from the cab when the MR pressure is present by pushing the parking brake
“ON” or “OFF” button respectively. Parking will also be automatically applied in case of loss
the MR pipe pressure. It can be applied or released manually also from the impulse magnet
valve box or it also be released by pulling out the manual lever in the parking brake cylinder
when there is no compressed air supply available.

3.6.4 Holding Brakes

Holding Brake is provided to prevent the train from rolling backward on rising gradient and the
train from moving at the station. The holding brakes apply 70% of the full- service brake when
the train stops at the station and starts fading out when enough tractive effort is available when
the train starts motoring.

3.6.5 Emergency Brakes

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). If any of the safety conditions is violated, it will cause the
interruption of the emergency brake loop and will result in the application of the emergency
brakes on the train.

3.6.6 BP Back up Brakes

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.

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3.6.7 Brake Control Equipment
The brake system is one of the most important parts of metro and it is controlled and designed
to interface with TIMS (Train Integrated Management System) with electrical and pneumatic
controls. Following are its important components –
1. Brake Pipe (BP)
2. Block Brake Unit
3. Antiskid Valve
4. Brake Electronic Control Unit (BECU)
5. Brake Control Unit (BCU)
1. Brake Pipe
It is tapped pipe from the Main Reservoir Pipe. It has a maximum pressure of 5
bar and is used for braking purposes. It has a [green] color code for identification.
2. Block Brake Unit
The block brake unit assemblies are provided for application of pneumatic
brakes. One block brake unit provided on every wheel. Block brake unit are
combinations of a brake cylinder, a transmission mechanism and a slack
adjuster. The parking block brake unit has an attached spring actuator.

Fig.3.39 Tread Brake Unit

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 Fig.3.40 Block Brake Unit

No. Component No. Component Name No. Component

Name Name
1 Piston packing ring 2 Piston 3 Piston return spring
4 Piston pin 5 Cam disk 6 Bearing pin
7 Cam roller 8 Trust ring 9 Adjuster mechanism
10 Hexagon reset head 11 Ball shaped rod head 12 Torque pin
13 Brake block wedge 14 Brake block shoe 15 Brake block
16 Link pin 17 Hanger 18 Friction member
19 Hanger pin 20 Torsion spring 21 Housing
22 Bellows 23 Cylinder cover 24 air supply port
44 Compensating link 45 Bracket 46 Return spring

3. Antiskid Valve

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. 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 or anti skied valve.

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 Fig.3.41 Antiskid Valve

No. Component Name No. Component Name

1 Electrical Connections 2 Double magnet valve
3 Plate 4 Anchor spring
5 Housing 6 D-piston
7 Compression spring 8 Control chamber
9 Valve seat Vd 10 Bypass nozzle
11 Nozzle D 12 Bracket
13 Brake cylinder pressure supply 14 To the brake
15 Nozzle C 16 Valve seat Vc
17 C-piston 18 Control chamber
19 Outer valve seat 20 Inner valve seat

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 4. Brake Electronic Control Unit
It is microprocessor-based control system which deals with many types of signal
and works as a interface between the BCU and the TIMS. One separate BECU
is provided in each car.

Fig.3.42 Brake Electronic Control Unit

5 Brake Control Unit

It is a single board which consist many types of valves as shown in the figure
below. It has analogue control valve which converts signal from BECU to the
required pressure. Combination of different valve are used for different
purposes –

1. A & B used for service brake.

2. C, D & E used emergency brake.
3. F & G used for auxiliary unit.
4. J, L, M & N used for testing fittings

Fig.3.43 Brake Control Unit

3.7 SUSPENSION SYSTEM

3.7.1 Overview
There are two types of suspension systems in Delhi Metro -
1. Primary Suspension
2. Secondary Suspension

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 1. Primary Suspension

The primary Suspension is located between the bogie frame and journal box.
The primary suspension is conical rubber spring type. The conical spring serves
vibration, noise reduction and, damping. The conical rubber spring take all the
loads applied to the wheel set by braking, acceleration, curve riding, guiding by
the rails and, passenger load.

Fig.3.44 Primary Suspension

2. Secondary Suspension
The secondary suspension system on the bogie is provided with two principle
aims -
1. To endure good ride quality.
2. To ensure the vehicle floor height remains the same in all riding
conditions.

To achieve these aims, air springs are used as the main vertical suspension
system between the bogie and the car body. The main parts of the secondary
suspension system are –

1. Air Springs
2. Leveling Valve
3. Differential Valve
4. Antiroll bar

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 1. Air Springs
Air suspension is a type of vehicle suspension powered by an electric or engine-
driven air pump or compressor. This compressor pumps the air into a flexible
bellows, usually made from textile-reinforced rubber.

Air Spring on Bogie Air Spring Bellows

Fig.3.45 Air Springs

2. Leveling Valve

The air suspension leveling valve is provided is provided to regulate the car body
level, irrespective of the load condition of the vehicle, by charging or venting the air
spring bellows.

Fig.3.46 Leveling Valve Assembly

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 Fig.3.47 Schematic of Leveling Valve

Fig.3.48 Working of Leveling Valve

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 3. Differential Valve

It connects the two air spring bellows of same bogie. In the event of an air bag
rupture, it quickly vents out the other air bag to maintain a pressure difference
of within 1.5 bar.

Fig.3.49 Differential Valve

4. Anti Roll Bar

The bogie secondary air suspension is normally insufficient to restrain the roll
movements of the body hence the fitting of an antiroll bar system is necessary.
The system is a bogie mounted torsion bar with forked arms, connected by two
links to the underframe of the car body. If the body starts to roll to one side,
this loads one link in tension and other in compression. This effect twists the
bar, and the movement is restrained.

Fig.3.50 Anti Roll Bar Assembly

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3.8 COUPLERS
3.8.1 Overview

Two types of couplers are used in Delhi Metro :-

1. Front Automatic Coupler

2. Intermediate Automatic Coupler
3. Semi-permanent Coupler

Fig.3.51 Coupler Locations

1. Front Automatic Couplers

Delhi Metro uses the Scharfenberg automatic coupler which connects the two train sets
electrically, mechanically and pneumatically. There is an electrical connection by
electric coupler head mounted at the bottom of the mechanical head. Coupler
specifications -

Description Specification
Coupler Length (from face to pivot) 1350.5 mm
Coupler Weight approx 485 kg
Maximum Swing of coupler
Horizontal approx 45◦
Vertical approx 6◦

Fig.3.52 Front Automatic Coupler

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 2. Intermediate Automatic Couplers

These are used at the outer end of the two car units except at the cab side and forms link
between the same train set. It connects two units mechanically ad pneumatically. There
is also an electrical connection by electric coupler head mounted at the bottom of
mechanical head between two different units. Coupler specifications -

Description Specification
Coupler Length (from face to pivot) 1350.5 mm
Coupler Weight approx 365 kg
Maximum Swing of coupler
Horizontal approx 45◦
Vertical approx 6◦

Fig.3.53 Intermediate Automatic Coupler

3. Semi-permanent Couplers

These are couplers are used to couple two cars within one car unit. It connects one car
to the other mechanically and forms a rigid connection. It makes a permanent connection
to form a unit and thus need not be separated unless in an emergency or in the workshop
for maintenance.

Coupler specifications –

Description Specification
Coupler Length (from face to pivot) 1240.5 mm
Coupler Weight approx 210 kg
Maximum Swing of coupler
Horizontal approx 45◦
Vertical approx 6◦

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 Fig.3.54 Semi-permanent Coupler

4. Gangway

Gangway is the flexible element that allows the movement of people between coupled
cars. The gangway consists of the following major components -

1. Bellows Assembly
2. Treadplate Assembly
3. Gathering Mechanism
4. Latch Mechanism

Fig.3.55 Gangway

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 Chapter – 4 DEPARTMENTS IN ROLLING STOCK

4.1 OVERVIEW

HR DEPARTMENT

The Rolling Stock division of the shastri park depot comprised of the following departments –
1. Mechanical department

1.1 Bogie – It is the section that deals with all the components of the wheel base and
the components attached to the bogie frame.
1.2 Door – The door section checks for the correct functioning and maintenance of
all doors in a car.
1.3 Air-conditioning – The air-conditioning section checks the proper functioning
of air-conditioning unit. They check on gas, compressor, air vents, electrical
components etc.
1.4 Pneumatics – The pneumatics section comprised of two sections – 1. Brake 2.
Suspension.
2. Electrical department
3. Human Resource department – This department was authorized to keep a check on
attendance of employees, trainees and interns alike. Every decision for the
betterment of the people working in rolling stock is taken here.

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4.2 HIERARCHY of Rolling Stock Department Where I was Training
HOD (WORKSHOP ROLLING STOCK)

SENIOR ENGINEER (MECHANICAL DPTT.)

SENIOR ENGINEER (ELECTRICAL DPTT.
ASISSTANT ENGINEER (BOGIE)
ASISSTANT ENGINEER (DOOR)
ASISSTANT ENGINEER (PNEUMATICS)
ASISSTANT EGINEEER (AIRCON)

JUNIOR ENGINEER-(4 ENGG. UNDER EACH AE)

WORKERS (10-15 UNDER EACH JE)

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 Chapter 5 – FUTURE PLANS OF DMRC

5.1 Phase V: Proposed

Former Managing Director of DMRC, Dr. E Sreedharan stated that by the time Phase
IV is completed, the city will need Phase V to cope with rising population and transport
needs. Planning work for Phase V has not started. However, the following corridors,
while not specifically tied or approved to any expansion phase have been suggested to
be constructed in the near future:

1. Western Peripheral Expressway metro in Haryana along the existing road

expressway.
2. Yamuna Bank – Loni Border: 12 kilometers (7.5 mi) long, dropped from Phase IV
expansion.
3. Najafgarh – Narela: proposed for inclusion during the planning of Phase III to be
constructed in either Phase III or Phase IV but subsequently dropped for both. A
similar line was proposed again during the later stages of planning for Phase IV, this
time it was proposed to run between Dwarka – Prem Piao with the rest of the corridor
to Narela transferred over to an extension of the Red Line. The Red Line extension
to Narela was approved for Phase IV but the remaining section between Dwarka –
Prem Piao was subsequently dropped from Phase IV. Rithala to Narela portion has
been approved and included in the phase-IV.
4. Raja Nahar Singh – Rundh: Southern extension the Violet Line.
5. Kashmere Gate – Wazirabad Surghat: Northern extension the Violet Line.

5.2 Haryana and UP connectivity

5.2.1. Haryana projects
Narela to Sonepat - approved:
An extension of Red Line. In June 2017, the Government of Haryana's cabinet approved the
investment of INR 968.20 crore (US$150 million), as its share on the 80:20 equity ratio with
the union Government, for the 4.86 kilometers (3.02 mi) extension of Delhi Metro from the
existing Rithala metro station to Sonipat via Bawana with three elevated stations at Sector 5 of
Narela in Delhi, on Delhi border at Kundli Industrial Area and Nathupur Industrial Area in
Sonipat, which are planned to be built as part of Phase IV.

HUDA City Centre to Gurgaon railway station - approved 12 kilometres (7.5 mi) long line that
is envisioned to be a metro ring around Gurugram. The proposal was prepared in November
2017 for the two routes: one is Yellow Line extension from HUDA City Centre to Gurgaon
railway station and another from IFFCO Chowk – Dwarka Sector 21 ultimately the government
decided to move forward with the line to Gurgaon railway station and pushed the latter to a later
implementation date.

HUDA City Centre to Manesar City - approved: An extension of Yellow Line, included in the
Gurugram Masterplan 2031, approved by the Haryana govt will go up to Panchgaon Chowk in
Manesar, where it will interchange with Delhi–Alwar Regional Rapid Transit System, Western
Peripheral Expressway's Multimodal Transit Centre and Jhajjar-Palwal rail line.

City Park – Rohtak City: A Green Line extension. As of July 2017, proposed only and not yet
approved.

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Ballabhgarh – Palwal City - Jewar International Airport: An extension of Violet Line. As of
July 2017, proposed only and not yet approved.

Dhansa Bus Stand – Jhajjar City: A Grey Line extension, proposed only and not yet approved.

Old Gurgaon – Old Faridabad via HUDA City Centre - Greater Noida (Not yet approved).

5.2.2.Uttar Pradesh (UP) projects

Shiv Vihar - Baghpat: Pink Line extension. Proposed only, not approved.

Noida – Noida International Airport: a 35 kilometres (22 mi) long surface running line along
the Yamuna Expressway serving the proposed new Noida International Airport. The line is
envisioned to be completed by 2025 and will connect with the Noida Metro.

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 Chapter 6 – CONCLUSION
DMRC is lifeline of this Delhi, without which both commute services would come to a
standstill. DMRC is a perfect blend of all sorts of engineering that exist. It includes thermal
engineering while designing, running & maintaining electrical locomotives. It has mechanical
engineering while choosing the proper material for various railway operations & designing
locomotives by applying complex mechanics to railway systems for its proper functioning. It
consists of civil engineering while designing & maintaining the railroads for proper traction of
trains. It sustains upon electrical & electronics engineering whilst designing & manufacturing
the advanced technology locomotives with higher traction & better speed control.
The industrial training at DMRC SHASTRI PARK DEPOT I have been through was very
challenging, adventurous & full of knowledge. It taught me to manage things in a limited time
as their trains would come for a certain time to be maintained & checked after arrival or before
departure from the depot & any mistake during maintenance cannot be excused at any cost as it
will lead to derailment & fatality. I got to know about the long way DMRC has covered in
technological advancement & it was really surprising & inspiring for me to observe how fast
technology changes. The things we are taught in the text books are not very helpful unless we
connect it to the practical applications. My mentors have helped me understand at ease the
crucial engineering concepts that were hard to get from text books.
In the training session, I understood & observed the designing criteria of railway yards. The
metallurgical analysis of rails & passenger coaches helped me get the core concepts of material
science & metallurgy to get quality services while maintaining economy. The railway
operations are far more complex & interesting than that of road vehicles & it is evident from all
the brain that goes into the designing of advanced locomotives which enhances the service
quality & operational safety. I learned about the newly designed & manufactured locomotives
which have been imported from Japan. It is quite fascinating to learn about these locomotives
which are incorporated with advanced systems to improvise traction & speed. I have learned
about the projects undertaken by DMRC to enhance its freight & passenger services while doing
it in an economical & efficient way.
In conclusion, the training session at DMRC SHASTRI PARK DEPOT has booted my interest
& enthusiasm in railways & it inspired me to study engineering not by reading books but by
understanding & diving deep into the real concepts from our daily lives. The training session
has inspired me to ingrain the thirst in me to learn more about the railways & the upcoming
advancements, so that I can keep myself in sync with the railways & maybe someday contribute
to the DMRC.

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 CHAPTER 7 – References
DMRC PROJECT UTTHAN RS-3 BOOK (TRAINING MANUAL)
DELHI METRO – WIKIPEDIA
https//Delhimetrorail.info

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