SUMMER INTERNSHIP REPORT

(1st July,2019 to 31th July,2019)

AT

DIPLOMA IN MECHANICAL ENGINEERING

TO BE SUBMITTED BY:
PREM KUMAR
1708131081
PUSA INSTITUTE OF TECHONOLOGY
MORNING SHIFT
 INDEX
Chapter-1 (Introduction of Delhi Metro Rail Corporation)
1.1 Delhi Metro
1.2 Delhi Metro Route Map
1.3 Advantages and Security

Chapter-2 (Layout Diagram of Rolling Stock Department Najafgarh)

2.1 Introduction
2.2 Layout Diagram

Chapter-3 (Service detail and different systems of Rolling Stock)

3.1 Rolling Stock Overview
3.2 Salient Features
3.3 Operating Parameters
3.4 Car Body Structure
3.5 Saloon Interior
3.6 Train Exterior
3.7 Bogie, Wheels and Suspension
3.8 Coupler
3.9 Brakes and Pneumatics
3.10 Air Conditioning System
3.11 Door System

Chapter-4 (Different Department of DMRC in NAJAFGARH)

 ACKNOWLEDGEMENT
I would like to thank the entire Delhi Metro Railway Corporation as they provided me
the sessional training for four weeks. I am thankful to the technical department of
DMRC, who organized my training schedule and also for their benevolent guidance
and kind co-operation through out my training along with completing this Project
report and provided me the various knowledge about their stations.

I also thank to the workers of their respective stations, who were always ready to
clarify my doubts and helped me to increase my knowledge by illustrating me to
the finer points.

I wish to express my deep gratitude to all the concerned persons, whose enthusiasm,
support and co-ordination have given me the success to complete my training in
the organization.

I hope that my report will reflect my technical knowledge and

innovativeness, which I gained at Delhi Metro Rail Corporation Depot at
Najafgarh.
 PREFACE
Industrial Training is meant to expose the students of engineering of the actual Industrial
Processes about which they have mean studying in detail from their semesters. They
have spent the last two years in gaining theoretical knowledge of various
manufacturing and assembly processes.

The four week training has exposed us to the actual application of the various
studied. The training period has being very interesting wherein I got to know how
the final product comes to the market. Each product undergoes a number of qualities
control test to bring in uniformity and quality.

Each field requires skillfully handling and training given at each step which will help us in
the long run.
 INTRODUCTION
• Planning for the metro Started in 1984 when the Delhi Development Authority and the
Urban Arts Commission Came up with a proposal for developing a multi-modal transport
system for the city. The Government of India and the Government of Delhi jointly set up
the Delhi Metro Rail Corporation (DMRC) in 1995.Construction started in 1998.

• The first Section, on the Red Line, opened in 2002,

• Followed by Yellow Line in 2004,
• The Blue Line in 2005, its branch line in 2009,
• The Green and Violet Lines in 2010 and
• The Delhi Airport Metro Express in 2011.

• A Company under the name DMRC was Registered on 30.05.1995 under the companies
act for construction and operation of the metro project. The Government
of India and the Government of Delhi jointly set up a company called the
Delhi Metro Rail Corporation (DMRC) on March 5,1995 with E.Sreedharan
(also, known as the Metro Man of India) as the Managing Director. It started
functioning in November,1997. It appointed General
Consultant in August,1998 to assist them for implementation of the project. It is having
142 stations in the Rail Corridor (underground). It has a combination of Elevated,at-grade
and underground lines and uses both broad gauge and standard gauge rolling stock.
• The Delhi Metro Rail Corporation has Been Certified by the United Nations
as the first Metro Rail and Rail-based System in the world to get “carbon
credits for reducing greenhouse gas emissions”.
• Delhi Metro brought a revolutionary change in the city transport. It has also reduced
travel time. Also, the pollution level is reduced to about 50%. A large number of
commuters are having lot of Convenience in reaching their desired destination in the
required time.

FINANCE AND FUNDING

From Govt. of India and Govt. of Delhi contributes equal shares. through soft loan from
Japan bank due for international cooperation.

REVENUE AND PROFITS

Revenue from advertisement, property development and leasing out trains station for film
shoots.

NEED OF DELHI METRO

It may sound Delhi have more vehicles than Mumbai, Kolkata and Chennai taken together.
The number is somewhere close to 40lakhs. Estimates are pitching Delhi’s population close
to 22.5 million by 2021. All this would be incomplete if population was not given a
mention,64% of population in Delhi can be credited to motor vehicles out of which 70%
are two wheelers.

Dr. E.Sreedharan handed over charge as MD,DMRC to Shri

Mangu Singh on 31 December,2011.

SECURITY
• Central Industrial Security Force (CISF)
• Closed Circuit Cameras
• Dog Squads
• Emergency Communication b/w Passengers and Driver
 ROLLING STOCK OVERVIEW

One train set consists of 4 cars/ 6 cars/ 8 cars. Three types of cars (DT, T &
M) are used to form a train set. At each end is a "DT" car which is a trailer
car with driver’s cab and pantograph. The other type is an "M" car, which
is a motor car without pantograph. The train is provided with an Automatic
Train Protection (ATP) / Automatic Train Control (ATC) function to
protect the train and initiate emergency braking under specific conditions.
Equipment provided to ensure the safety of train operators and passengers
includes:
 Two fire extinguishers per car.
 Four Passenger Emergency Alarm devices.
 Emergency detrainment door.
 Smoke detection.
 Manual door handles for use and evacuation in
emergency.
With increase of passenger traffic, the number of cars in a train can be
increased from 4 cars to eight cars. A pair of trailer & motor cars (DT-M or
T-M) is called a ‘unit’. These units are coupled by automatic coupler and
can be uncoupled very easily. Unit (DT-M) can be moved independently by
self power.
Fig. Configuration of Train Set
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

DT M M DT
A B C B A

A – DT Car Front Auto Coupler

B – Semi Permanent Coupler
C – M car Intermediate Auto Coupler

DT Car (Driver Trailer Car)

The cab end of each "DT" car is fitted with an automatic coupler that is compatible
with the locomotives couplers.
The location of each "DT" car within the train-set is shown
in Fig. The general arrangement of the "DT" car is shown in

Fig. General Arrangement of "DT" Car

At present each train-set consists of four cars. Both ends of the train-set are driving
trailer cars and middle cars are motor cars. The trailer cars are defined as "DT" car
and motor cars are defined as "M" car.
M Car (Motor Car)

The "M" car is fitted with one automatic coupler at the position of M-car connection
and one semi-permanent coupler at the position of DT-car connection.
The location of the "M" car within the train-set is shown
in Fig. The general arrangement of "M" cars is shown in
Fig.

Fig. General Arrangement of "M" Car

SALIENT FEATURES –

1. Broad Gauge
2. 25 KV Supply Voltage System
3. Light Weight Stainless Steel Structure
4. Three phase A.C. Induction Motor
5. Fail safe braking system with regenerative Braking
6. VVVF Control
7. Reinforced conical rubber primary suspension
8. Secondary Air Suspension
9. Uniform Floor Height
10. Jerk Controlled Braking
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
OPERATING PARAMETERS
ITEM SPECIFICATION

Rail gauge 1676mm

Supply Voltage 25kV ac single phase 50Hz

Maximum Number of
passengers

DT car 361 persons (seating – 43, standing – 318),

M&T car 392 persons (seating – 50, standing – 342)

I) Maximum design 90Km/h

Speed

II) Maximum Operational 80Km/h

Speed

III) Average Speed 35Km/h

IV) Acceleration Rate 0.78m/s/s ±5%

V) Max. Deceleration
during service brake 1.0m/s/s ±5%

VI) Max. Deceleration

during emergency 1.3m/s/s
brake

VII) Jerk rate 0.70 + 0.05m/s/s/s

 CAR BODY STRUCTURE
GENERAL DESCRIPTION

The car body shell consists of two side frames, ends, roof and under frame. Each part is
welded together to form one car body shell. The vehicle structure is designed to meet
the specified requirements for kinematic envelope, ride quality, structural strength,
styling considerations and maintainability.
Collision posts and anti-climbers are provided for energy absorption in the event of a
collision. The car body is a welded structure, which includes the under frame, side wall,
end wall and roof. The under frame is built with camber and designed to withstand the
dead weight and loads.

MAIN STRUCTURAL COMPONENTS –

The main structural components of car body structure are as under –

 Side Structure.
 End Structure.
 Cab Structure.
 Roof Structure.
 Under frame Structure.

MATERIALS –

The car body is manufactured with cold rolled stainless steel (SUS301L, SUS304/304L-
JIS G 4305) and hot rolled atmospheric corrosion resisting steels (SMA 490BP-JIS G
3114). Almost all parts of the car body structure except bolster and centre sill are of
SUS (stainless steel). The bolster and centre sills are made to SMA standard steels. The
exterior is made from stainless steel. The cab exterior and side fairings are made of
Glass Reinforced Plastic (GRP).
The cab structure has an aerodynamic profiling. The end of the side structure connected
to the side fairing is made of GRP.
CHARACTERISTICS –

High corrosion resistance

- No painting
- No repair due to no-corrosion damage.
- Easy maintenance due to smoothness of the surface

Light weight
- Slightly heavier than AL body: about 25%

Lower life cycle cost

- Life endurance of stainless steel body: 40 years (General), 30-35
years (For rolling stocks)

Safety
- In case of collision: The absorbing energy of stainless steel body: 2.5 times of
carbon steel.
- In case of fire: The melting point is about 4,420℃ for stainless steel and 650℃
for aluminium.

PROMINENT DIMENSIONS AND TOLERENCES –

I) Length over Body DT : 21,640mm M : 21,340mm

II) Car body length (Including coupler
DT : 22,340mm M : 22,240mm
length)
III) Maximum width of Body (Including
3,200mm
door thickness)
IV) Distance between bogie centers. 15,000mm
V) Height of Aircon from TOR at Car
3,898mm
Center Line
VI) Dropped down Panto height 25kv
4,118mm
from TOR at Car Center Line
VII) Height of floor from TOR 1,130mm
VIII) Height of the coupler center from the
800 +10, -5 mm
top of rail

-
SALOON INTERIOR
The Interior Facilities consist of the following major components:

Passenger Saloon Light –

The lighting system of the passenger compartment is supplied with AC, DC power and
runs the full length of saloon ceiling with two rows of fluorescent tubes. All AC supply
lights are normal lights and all DC supply lights are emergency lights. The emergency
lights are mounted on the ceiling near each passenger door, as sections in those rows.

Gangway Light –
A small circle type of fluorescent light is provided the ceiling of gangway area.

Flooring –
The flooring is composed of the sub-floor of cement composition (UNITEX) and floor
covering of synthetic rubber material.

Insulation –
The inside of roof, side, floor, front and end structure is provided with thermal and
noise insulation. The insulation is of Glass Wool.

Cubicle Arrangement –
There are two electrical lockers at both side of gangway cubicle area in each DT car and
four electrical lockers at both side of gangway cubicle area in M car.

Electrical lockers in gangway cubicle includes following components and systems:

 TIMS (Local Unit)
 Brake Electronic Control Unit
 ECU Terminal Board
 Power Amplifier
 Electrical Distribution Boards etc.,
 Panto Control Panel

Marking and Labeling –

There are many kind of labels inside the saloon and driver's cab (i.e., caution,
information, warning, etc.).

Passenger Seating –
All passenger seats are of longitudinal type of seats for 7 persons, 4 persons and 2
persons. Total numbers of seat are 8 sets per each DT-car and 10sets per each M-car.
Draught Screen –
The draught screen is provided adjacent to both end of seat bay between the doorway
and the seating area.

Grab Pole & Rails –

The vertical grab poles are provided along the longitudinal centre line of the car and the
inclined grab poles are provided on the each end of seat bay The diameter of grabpole
and grabrail are 38 mm and the thickness is 2mm.

Fig. Grab Pole & Rails

 Interior Panels –

The NOMEX Honeycomb semi-sandwich panels are applied to following main parts of
interior panels.

 Window Panels
 Ceiling Coving Panels
 Ceiling Coving Infill Strips
 Door Coving Panels
 Ceiling and Side Panels for Gangway Cubicle Area
 Side Panel for Wheelchair space

The total thickness of Honeycomb Composition is 10mm. The surfaces of the interior
panels are painted.

Fitting Accessories –
Following items are fitted in the saloon interior for the operating and maintenance for
the interior fittings.
 Keys and Locks
 Hinges and Fasteners

Route Map –
Total 8 numbers of the Route maps are provided to every doorway at the door coving
panel per each car.

Fig Route Map

Fire Extinguisher –

02 NO of fire extinguishers are provided in each car. One additional fire extinguisher is
provided in each cab also.

Fig. Fire Extinguisher

Window -

All window units are arranged to permit the passenger a wider view. All window units
are flush mounted with the car profile in order to provide minimum aerodynamic
resistance and are bonded directly into the body structure.
TRAIN EXTERIOR
General Description

A train set consists of "DT" and "M" cars arranged as 3 distinct units as follows:

(A) Unit 1 - "DT" car and "M" car.

(B) Unit 2 - "DT" car and "M" car.
(C) Unit 3- “T” car and “M” car.

The "DT" car has two compartments, the driver’s cab and the passenger compartment,
separated by the cab/saloon partition door and the cab back walls.
The cab exterior is designed to be aesthetically attractive. The cab front mask and
fairing is constructed from GRP composites. Two side steps in the faring and two
safety handles are to allow entrance to the cab. The cab front has two head & tail
lights, flasher light, destination indicator, train number indicator and the DMRC logo
in Fig.
Fig. Cab Exterior Configuration).Both sides of the cab consist of:
 Cab side door.
 Safety Handle.
 Windscreen.
 Wiper.
Windows and the end fairing are flush mounted onto the car body structure and the
gangway barrier fits between each vehicle end.
The car number on the exterior of the car provides easy identification of vehicle. In
addition, a label shows passengers the location of the area specifically reserved for
disabled persons.
Cab Exterior Configuration
Cab exterior configuration is as shown in Fig.

Flasher Light Train Number Indicator

Destinati Cab Mask

on
(GFRP)
Indicator
Driving
Windscreen

Window Wiper

Tail Light

Head
Light

Emergency Front
Door

Fig. Cab Exterior Configuration

Exterior Configuration of Train
Exterior configuration of the different cars making up the complete trainset is as shown in Fig.

Fig. Exterior Configuration of "DT" Car

Fig. Exterior Configuration of "M" Car

BOGIE, SUSPENSION AND WHEELS

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

Major Components -
The main components of bogie are as under –

Bogie Type
Abbreviation Description
M bogie DT Front DT Rear
APCR APC Receiver x

ATCPU ATC Pickup Coils x

ATCBA ATC Beacon Antenna x

LV Leveling Valve x x x

PB Parking Brake x x x

SB Service Brake x x x

TM Traction Motor x

LTEB Low Tension Earth Brush x x

HTEB High Tension Earth Brush x x

Speed sensor for Wheel Slip
WSP x x x
Protection
TACHO Tacho generator x
Fig. Motor Bogie
Fig. DT Rear Bogie
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 mountings for the brake
equipment, driving gear mounting brackets, traction motor 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 the brake
equipment, the mono-link mounting bracket and ATC beacon antenna mounting
bracket is bolted to the transom of front bogie.

Brake equipment Mono link mounting

mounting brackets brackets

Driving gear
mounting brackets

Traction motor
mounting brackets

Motor bogie frame (Bottom view)

Wheel –

The wheels are of forged monobloc steel with a new tread profile, SK-91146 from RS1
Employer‟s Requirements Technical Specification (TS). The wheels are manufactured in
accordance with IRS R19, part IV. The tensile strength and hardness of the wheel is 900 ~
1100N/mm2 and 300 ~ 341 HRB respectively with chemical content of „C‟: 0.63% max. And
„Mn„ : 0.83% max. The axle bearings are tapered roller bearing with cartridge type and UIC
130mm diameter bearings.

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

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

Fig. Wheel profile

Secondary Suspension System –
The secondary suspension system on the bogie is provided with two principal aims.

 To ensure good ride quality.

 To ensure the vehicle floor height remains equal in all riding conditions

In achieving these aims, air secondary suspension springs are used as the main vertical
suspension system between the bogie and the carbody.

Fig. Secondary suspension

The main parts of secondary suspension are as under -

I. Air Spring
II. Leveling Valve
III. Anti roll Bar
Primary Suspension –
The primary suspension of the bogie is designed with two principal aims.

 To protect the bogie frame and the vehicle from excessive shock loads caused by
irregularities.
 To achieve good curving performance while ensuring that the bogie is dynamically
stable throughout its operating speed range. Good curving performance is dependent
on achieving the correct wheel set yaw stiffness.

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

Primary Suspension
 COUPLER

Type of Coupler and Location :

The following type of couplers used in train

Automatic Coupler –

The automatic coupler enables automatic coupling of two units. Coupling of two units
is achieved without manual assistance by driving one unit up to a second unit. Besides
the mechanical coupling, electric and pneumatic coupling is achieved.
Uncoupling is achieved automatically from the driver’s cab/M car cubicle or manually
from trackside.

Semi-permanent Coupler –

The semi-permanent coupler makes a permanent connection of two cars those form a
unit and therefore need not be separated unless in an emergency or in the workshop for
maintenance.

> <

DT M AA M SS DT A
A SS

       

Locations of couple
 AUTOMATIC COUPLER

1 coupler head 10 Centring device

2 uncouple cylinder 13 pipe socket
3 air pipe connection with valve for BP 15 coupler control, electrical
components
4 air pipe connection 18 coupler control, pneumatic
components
5 electric head operating gear 36 muff coupling
6 coupler shank 1250kN, 125mm stroke 43 earthing
7 bearing bracket with support
8 electric head, automatic coupler
9 Cover
Semi-permanent BRAKES AND PNEUMATICS
Coupler

Semi-permanent
coupler

4 Air pipe connection 36 Muff coupling

6 Coupler shank 37 Muff coupling half
7 Rubber cushion draw gear 43 Earthing

Brake System

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

 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 sends the signal “Reset Holding Brake” to the BECU.
The tractive effort, which is applied when the signal “Reset Holding Brake Request” 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.
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 –
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”
AIRCON

Air conditioning and ventilation systems are designed to provide for adequate cooling
and ventilation needs.Type DT car has additional air conditioning unit for providing
sufficient cooling for the drivers cabin.Each saloon car is provided with two air
conditioning units providing sufficient cooling capacity even in case of failure of any
unit. Each Saloon Air Conditioning (A/C) unit has a nominal cooling capacity of
41kW under design conditions i.e. 82kW per vehicle.
The air conditioning system is powered from the auxiliary electrical supply.
A unique drainage system allows condensate to be removed from the unit’s drip tray
beneath the evaporator coil, while not allowing any air to enter the system.
All air path interfaces with the train are sealed utilising a unique self-sealing design. A
resilient re-useable pliable seal is permanently installed to the frame surrounding the
air conditioning unit air apertures.

Equipment Location

The A/C units are located on both ends of the vehicle roof.

Fig. Location of Salon

Saloon Air Conditioning System –

Two no of roof mounted saloon aircon units are provided per car. The major
components of an aircon unit are as under -

Major Components -

1. Compressor
2. Condenser Coils
3. Condenser Fan
4. Supply Air Blowers
5. Evaporator Coils
6. Return Air Filters
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
14. Emergency Inverter
15. Transformer
16. Temperature Probes
17. Electrical Control Equipment
a. Rotary Control Switch
b. Electrical Components
c. Terminals
d. Relays
e. DC/DC Converter
f. Contactors
g. Circuit Breakers
- Condenser fan motor
- Compressor
- Supply Fan motor
Aircon Working Modes –

The saloon aircon works in the following modes

 Ventilation Mode - In this mode air to be circulated throughout the vehicle and at
the same time fresh air will continually be induced into the vehicle but cooling will
not be initiated.

 Cool 1 - During Cool 1 the air conditioning unit provides approximately 50% of the
total rated cooling capacity. This is carried out by operating compressor and
energising only one of the liquid line solenoid valves which allows refrigerant to
flow into the evaporator.

 Cool 2 - During cool 2 modes the air conditioning unit provides 100% of the total
rated cooling capacity. This is carried out by operating and fully loading the semi-
hermetic compressor and energising both of the liquid line solenoid valves which
delivers refrigerant to the evaporator coil.

 Emergency Mode – In case of Ac Power supply failure the aircons shift to the
emergency vent mode. The power is supplied by the battery and only fresh air is
supplied into the saloon.

 Test Cool - When activated the unit automatically operates in a cooling mode
operation, regardless of the return air temperature sensed. Test Cool mode can be
initiated through PLC unit.
The maximum time test cool will be permitted to operate prior to switching to
automatic mode is 20 minutes.
Cab Air Conditioning System

The cab air-conditioning system consists of one roof mounted aircon unit. The major
components of cab aircon unit are as under –

Fig .Cab Unit Layout

1 Scroll Compressor 6 High Pressure 11 Condenser

Control Fan
2 Condenser Coil 7 Refrigerant Sight 12 Return Air
Glass Filter
3 Evaporator Coil 8 Access Valve 13 Electrical
Cubicle
4 Filter Drier 9 TX Valve
5 Dual pressure Control 10 Supply Air Fan

Major Components -

1. Compressor
2. Condenser Coils
3. Condenser Fan
4. Supply Air Blowers
5. Evaporator Coils
6. Return Air Filters
 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

Compressor-

Scroll type Cab Compressor is deferent from saloon AC compressor. The function of
the compressor is to pump the refrigerant through the system and to compress the low
pressure, low temperature refrigerant into a high pressure high temperature super heated
vapors, to allow condensing to occur.

Fig Cab Compressor

Cab Aircon Control –
 Fan Speed Selector Switch - The fan speed selector switch is used to select the
rotational speed of the supply air fan and hence affect the quantity of conditioned air
delivered.

 Temperature Selector Switch - The temperature selector switch is used to select the
temperature of the supply air.

Cab Aircon Operating Mode - The main operational mode of the A/C unit is dictated by
the mode switch, which allows selection of operation in any one of the following
modes:
 Normal Mode - When the Operation Mode Switch is located in the “Normal”
position, the air conditioning system will operate according to the settings on the Fan
Speed Switch and Cooling Setting Switch.
 Vent Mode – In this mode the air conditioning unit operates the supply fans only.
 Back Up Mode - If the Operation Mode Switch is in the “Back Up” position, air will be
drawn in to the driver’s cab from the saloon supply air ducts.

 Off Mode - If the Operation Mode Switch is located in the “Off” position, the air
conditioning system will be disabled. No ventilation, cooling or heating will operate in
this mode.
Doors Descriptions-

The door system permits safe entry to and exit from the train cars. Also, the doors
provide physical, thermal and acoustic separation from the external environment.
Four types of door system are provided for the train. These are:

(a) Passenger or saloon door system.

(b) Cab door system.
(c) Emergency door system.
(d) Partition door system.

Fig. DT Car Doors Arrangement

Fig. M Car Doors Arrangement

Passenger Saloon Door

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

Passenger Saloon Doors Position Numbering-Complete Train Set

Door Operation –
The operation of the passenger saloon door system is controlled by Door Control Unit
that interfaces with the Train Integrated Management System (TIMS).

On receipt of an open command from the DCU, the door locking system unlocks the
door and the door operating mechanism slides the door panels to their open position.
Close limit switch and Lock limit switch attached to the door operating mechanism,
notify the DCU whether the door is closed and locked or not.

Major Components –
The major components of saloon door system are as under

1. Door Panel
2. Door Control Unit
3. Door Gear Assembly
4. Door Locking Mechanism
5. Emergency Release Mechanism
6. Door Isolation Switch
 Passenger Door System Major Components

Door Panels –
Door panels are of aluminum composite construction bonded using aerospace
technologies. Two No of door panels (LH/RH) are provided in each door.

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.
 Fig. Door Control Unit (with EMI Filter Assembly) Layout

The DCU provides all power required by each Door System component and reports
door status to the Train Integrated Management System (TIMS).

On receiving a door operation command, by the Door Control Unit, the safety controller
first checks all inputs and outputs for correct status and then instructs the motor
controller to correctly power the motor resulting in a door close or open movement.

Obstruction Detection –

During door close operation if any obstruction of 15mm x 100mm or more obstructs the
door movement the DCU sense the obstruction. After sensing the obstruction the DCU
takes three attempts and tries to close the door.
Four door switches are fitted to each passenger door system

Switch Location Description

This switch (Shaltbau) isolates the
Under front cover of electrical power to the door.
Isolation switch
door gear
A square key operates this switch.
 Switch Location Description
 Internal Handle only:
at rear of Emergency
Handle. This switch (Shaltbau) is activated
Emergency
 Internal and External when the emergency lever is pulled
switch
Handles: at to open the doors.
Emergency Release
Mechanism
Bottom right hand door This switch (Honeywell) is mounted
Close switch overcentre locking on the bottom actuator and is
mechanism activated when the door is closed.
A cam mounted on the plug shaft
activates this switch (Shaltbau).
When the door is fully plugged in
and locked, one set of Normally-
Closed contacts will be held open
Left hand side of plug to let the DCU know that the door is
Lock switch
shaft assembly locked.
Another set of Normally-Open
contacts will be closed which
will allow the train door-close
safety signal loop to be
completed.