A

INDUSTRIAL TRAINING REPORT

ON

DELHI METRO RAIL COOPERATION

Submitted To:

Department of Mechanical and Automation Engineering,

G. B. Pant Government Engineering College,

Okhla, New Delhi.
Submitted By:
Bhupesh Gupta

MAE II year

04620903615
 DECLERATION

I solemnly declare that the work presented by me in this report that I have submitted to the
Department of Mechanical and Automation Engineering, G B Pant Government Engineering
College, Delhi and at Delhi metro Rail Cooperation(DMRC) is perfectly genuine and the exact
same work has not been submitted by me anywhere else for the award of any other degree or
the same degree and if however this declaration/undertaking is found to be invalid then my
degree is unconditionally liable to be withdrawn or cancelled.

Bhupesh Gupta
 Acknowledgement

It’s a great pleasure to present this report of summer training in Delhi Metro Rail Corporation
(A Joint Venture of Govt. Of India and Govt. Of Delhi) in partial fulfillment of B.Tech
Programmed under
G.B.Pant Government Engineering College, Okhla ,New Delhi affiliated to Guru Gobind
Singh Indraprastha University, Dwarka, New Delhi.

At the Outset, I would like to express my immense gratitude to my training guide, Mr. Sunil
Kunar Yadav , for providing me with the opportunities of studying , learning and gaining
practical experience in various fields during the period of training . His invaluable suggestions
not only helped me to reach the successful completion of the task assigned , but also made me
learn a lot .

I would also like to thank Mr. A.K.Bagga (H.O.D Mechanical in DMRC) and his team mates for
providing me all the knowledge about the various components and their working in Delhi Metro.

I am falling short of words for expressing my feelings of gratitude towards them for extending
their valuable guidance through the moral support they provided me with during all the stages of
this training

Bhupesh Gupta
 PREFACE

This report documents the work done during the summer training at Delhi Metro Rail
Cooperation Limited, Sultanpur, New Delhi under the guidance of Mr. Sunil Kumar Yadav . The
report first shall introduction about the depot.

The report also consist of the overview of the train specifically RS-II including the working and
construction of various systems such as braking system, suspension system, door system etc.
incorporated in Delhi metro.

I have tried my best to keep the report simple yet technically correct. I hope I succeed in my
attempts in doing so.

Bhupesh Gupta
 INDEX

 INTRODUCTION
 INTRODUCTIO TO SULTANPUR DEPOT
 ROLLING STOCK (SULTANPUR DEPOT)
 DEPOT LAYOUT
 MAINTENANCE PHILOSPHY
 TRAIN OVER VIEW
 RS-II TRAIN OVER VIEW
 BOGIE AND SUSPENSION
 HVAC IN METRO
 BRAKING IN METRO
 TCMS
 DOORS IN METRO
 INTRODUCTION

 DELHI METRO

 The Delhi Metro is a metro system serving Delhi and its satellite cities of
Faridabad,Gurugram,Noida and Ghaziabad in National Capital Region in India.
 Delhi metro is the world’s 12th longest metro system in length and 16th largest ridership
 The Government of India and the Government of Delhi jointly set up the Delhi Metro
Rail Corporation(DMRC) in 1995.
 Construction Started in 1998
1. The first section, on the RED Line,opened in 2002
2. Followed by Yellow Line in 2004
3. The Blue Line in 2005,its branch line in 2009
4. The Green and violet in 2010
5. 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 Delhi Metro Rail Corporation(DMRC) on March 5,1995 with E.Sreedharan 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 140 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
geenhouse gas emissions”.
 The pollution level is reduced to about 50%.
  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 flim
shoots.

 NEED OF DELHI METRO

As astounding it may sound Delhi have more vehicles than mumbai ,kolkata and chennai
taken together. The number is so somewhere close to 40lakhs. Estimates are pitching
Delhi’s population close to 22.5 millions by 2021.All this world be incomplete if
population was not given a mention,64 % population in delhi can be credited to moter
vehicles out of which 70% are twowheelers.
Dr.E. Sreedharan handed over charge as MD, DMRC to Shri Mangu Singh on
31December,2011.
 INTRODUCTION ABOUT SULTANPUR DEPOT

 Sultanpur Depot station is a small train maintenance depot as compare to other depots.
Initially its was made for the stabling purpose only but when the rush of metro increased
then it is made also for maintenance .
 Sultanpur depot station is located on Yellow Line of Delhi Metro.
 The metro trains of yellow line stable here and for maintains & faulty trains attended at
this depot.
 Total number of train holding in depot at a time is 5 tains.
 Number of coaches per train 6/8.
 Total car Holding :30/40.
 ROLLING STOCK (Sultanpur Depot)

 Stabling Bay Line(SBL)

This line is used to allow Stabling of trains during non revenue hour/non peak hour. At
this line roof access and ground access are not provided. Sultanpur depot have 3 SBL.

 Inspection Bay Line (IBL)

This Line is used for service check and failure attend. Roof access and ground access are
provided in this line. Sultanpur depot have 2 IBL.
  Workshop Bay Line(WBL)

 This Line is used for Major Part Replacement. Roof access and ground access are
also provided in this line.
 SLPD does not have any WBL

 OTHER DEPARTMENTS

These are several departments in sultanpur Depot which are continuously working for the
betterment of Delhi Metro Service.

These are:

 Security Training and depot Observation Department

 Project Planning Information & Operation
 Technical Department
 Mechanical Section
 Electric Section
 Human Resource Section
 MAINTENANCE PHILOSOPHY

DMRC follows mixed approach for Operation and Maintenance. The core operation and
maintenance of major assets are done in-house with the regular staff specially recruited
and trained for this purpose. Non–core and offline activities are generally out-sourced
though some of them are managed in-house. The out-sourcing of activities is decided on
the basis of techno-economic considerations.

Maintenance Regime generally followed consists of:

a) Preventive
b) Corrective
c) Breakdown

PREVENTIVE

 First moving parts are checked where surface to surface contact is happening.
And dimensions of all part checked to ensure that the dimensions are in safe zone .
The parts having surface contact are mainly wheels ,pantograph carbon strips etc.
 Visual Inspection
In this parts are visually inspected for faults.
 Oil Levels
In this oil level of various equipment are checked.
 Air filter check
 DE Dusting
 Function check
Prevention chart schedule

1.A
C1
5.B8 2.B1

4.B4 3.B1+ C2

 The service check is done after 15 days of the starting day of new metro is named as
service check A.
 The service check is done after 45 days is named as service check B1 it consist of 3 A
service checks
 The service check is done after 90days is named as service check B1+ it consist of 6 A
service checks and is second B1 service check
 The service check is done after 6 months is named as service check B4
 The service check is done after 1 year is named as service check B8
 The service check is done after 4 year is named as service check C4
 The service check is done after 8 year is named as service check C2

CORRECTIVE

 This step is taken during the service check.

 In this step faults at their earlier stage is detected and corrected.
 The parts which are prone to failure are detected and replaced or repaired
 BREAKDOWN

 This step is taken when actual fault happen on the train.

 When fault occur in the train then the faulty train sent back to depot. Where it is attended
by fault correction department.
 After that fault in the train is detected and restored & train is made fit for running again
on the tracks.

Key Performance Indicators

Key Performance Indicators (KPIs) followed by DMRC:

a) Punctuality: The Delhi Metro considers a trip as delayed if it incurs delay of more than 2
minutes. The delay is calculated at the terminal station. The punctuality percentage of any
line for the day is derived using following method: Punctuality % = (Number of trips run
on time/Number of trips run actually)*100 Where, Number of trips run actually =(No. of
trips planned as per timetable+ No of trips run additional)-No. of trips cancelled.
b) Car KM: All car km which were actually operated in revenue (passenger carrying)
service
c) Percentage of cars used during peak hours: Total number of cars in use in the
weekday peak hour as % of total cars available.
d) Ridership (Passenger Journey): Total number of passengers travelled on the metro
including Token, Card and Group booking users
e) Passenger Earning: Total revenue from Fare Box collection.
f) Passenger KM: Total distance travelled by each passenger on metro trains, summed-up
for all passengers.
g) Car Hours: Actual time in which each car is operating in revenue (passenger carrying)
service, summed-up for all cars.
h) De-boarding: Train withdrawn from service and passengers need to be deboarded en-
route from the train due to failure.
i) Trips run on time: Number of trips run as per scheduled time. 80,875 (Jan 2013) DMRC
have not yet started following the KPI as per international benchmarks and they are in the
process of implementing such system.

FARE BOX MAINTANCE SYSTEM

Fare Box system is the most important revenue generation source for a Metro Railway
System. The Manning of ticket windows is been done by outsourced staff. Problems of under
vending, improper equipment handling because of frequent change of staff, loss of token and
high attrition rate of outsourced staff have been encountered. The measures such as training
of the outsourced staff, constant monitoring& Counseling, incentives for good performance
and penalties for lack of performance, have alleviated the problem to some extent. The use of
automatic ticket vending machine on a large scale will reduce the work load on ticket
windows and dependence on outsourced staff.
 TRAIN OVERVIEW

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 manufacturing is under progress.

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 210 trains every day. Each train
can accommodate about 2,290 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 the end of 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 were 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 were completed in 2012.

DMRC received the first MOVIA metro car from Germany in February 2009. The first 36
vehicles were manufactured in Goerlitz, Germany, and the remaining 388 cars were built at
Bombardier’s Indian manufacturing facility in Savli, South Gujarat.

In October 2012, Bombardier delivered the 600th MOVIA metro car to the DMRC.

 A Phase 1 board gauge train, supplied by Hyundai Rotem – BEML(RS-1).

 A Phase II board gauge train, supplied by Bombardier(RS-2).
  The Metro Rolling Stock of two different gauges . Phase I lines use 1676mm(5.499ft)
broad gauge rolling stock , while three Phase II Lines use 1,435 mm (4.708 ft) standard
gauge rolling stock.

BROAD GAUGE

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

STANDERD GAUGE

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

even in packed conditions and heaters for Winter .

 RS-II TRAIN OVER VIEW

 One train set consists of 4/6/8 cars . Three types of cars (DT,T and M) are used to
form a train set.
 DT stands for driver trailer car with driver’s cab and pantograph to carry the driver as
well as for power supply through pantograph.
 T stands for trailer car with pantograph.
 M stands for motor car with trailer motor and without pantograph.
 4 CAR

 The 4-car train consist of driving trailer car with pantograph (DT) and motor car (M)
, in the following configuration DT-M + M-DT

6 CAR

 The 6-car train consist of driving trailer car, trailer car with pantograph (DT) and
motor car (M) , in the following configuration DT-M + T-M+ M-DT
 8 CAR

 The 8-car train consist of driving trailer car, trailer car with pantograph (DT) and
motor car (M) , in the following configuration DT-M + T-M+ T-M + M-DT

SALIENT FEATURES

 Broad gauge (1.676 meter)

 25 KV Supply Voltage System
 Light weight stainless steel structure
 Three phase A.C. induction motor
 Fail safe braking system with regenerative braking .
 BOGIE AND SUSPENSION

I. BOGIE
The bogies are of conventional H- frame design, with air springs located between the body –
bogie interface assembly and the bogie frame.
There are two different bogie types, trailer and power bogie. The key bogie features are:

Power bogie:

 2 power axles
 Wheel mounted brake discs
 Radial arm axlebox and primary coil spring, with additional rubber spring
 Airspring secondary suspension
 Resiliently mounted traction motor
 Axle mounted gearbox with resiliently mounted torque
 Axle and earth unit
 Service brake units and 2 service/parking brake units with release cable


Trailer bogie:

 2 trailer axles
 Wheel mounted brake discs
 Radial arm axle box and primary coil spring, with additional rubber spring
 Air spring secondary suspension
 Signalling equipment (mounted on lead bogie)
 Flange lubrication (stick lubrication - on outer wheel set)
 Axle and earth unit
 Service brake units and 2 service/parking brake units with release cable

Bogie layout on train

The bogie has two stages of suspension, primary and secondary suspension.
The primary suspension consists of a radial arm axle box, with nested coil springs.
The secondary suspension consists of air spring suspension, with anti-roll bars and vertical
dampers.
The difference between the trailer bogies and the power bogies is basically that the trailer bogies
are not equipped with drive equipment, i.e. motor, coupling and gearbox.

II. PRIMARY SUSPENSION

The primary suspension has four principal suspension components:

 vertical coil springs, mounted in series on a stiff rubber shear pad

 additional progressive vertical rubber spring , arranged in parallel
 vertical hydraulic damper
 resilient radial arm pivot bush

Primary suspension components

1 Radial arm
2 Radial arm pivot bush
3 Coil springs
4 Shear pad
5 Rubber bumpstop
6 Vertical damper
7 Bumpstop pillar
8 Hard stop

9 Spring location plate

III. SECONDARY SUSPENSION

The secondary suspension comprises of the following:

 Airspring with auxiliary rubber spring

 Anti-roll bar
 Vertical and lateral secondary dampers
 Traction centre
The airsprings are connected to air suspension surge reservoirs mounted on the carbody. This
provides a low stiffness to give a comfortable ride.
An anti-roll bar system is connected between the bogie and the carbody, to control excessive roll.
The anti-roll bar links is mounted outboard of the bogie and connected close to the sole bars.

Secondary suspension
1 Airspring
2 Packer
3 Bogie frame
IV. DAMPERS AND ANTI-ROLL BAR
The bogie is equipped with three secondary hydraulic dampers that dampen the movement of the
carbody and increases ride comfort.
The vertical dampers are mounted on the outside of the side frames on the bogie, while the
lateral damper is located between the frame and the lifting plate which is mounted underneath
the centre pivot.

Damper

1 Lateral damper
2 Vertical dampe

When the dampening capacity of the lateral dampers is not sufficient to stop the lateral
movement, this is then taken up by a lateral bumpstop.
The lateral bumpstops are mounted in the transom, one on either side of the centre pivot.

Bumpstop
1 Lateral bumpstop
Each bogie is fitted with an anti-roll bar in order to limit the rolling of the carbody, caused by the
soft secondary suspension. The anti-roll bar consists of a torsion bar mounted underneath the
bogie by means of rubber bearings. The torsion axle connects the carbody using a link on each
side of the bogie.

Anti-roll bar

1 Torsion bar
2 Vertical link
3 Rubber bearing
4 Pedestal cap
5 Body bracket
 HVAC

a) PURPOSE
The primary function of the Heating, Ventilation and Air-Conditioning (HVAC) unit is to
achieve and maintain the acceptable indoor climate and air quality for the driver in the cab area.
Type DT car has additional air conditioning unit for providing sufficient cooling for the drivers
cabin. Each Saloon Air conditioning (A/C) unit has a normal cooling capacity of 41 Kw under
design conditions i.e. 82 kW per vehicle.
Secondary functions are:
 to protect the driver from smoke in case of smoke outside the train, and
 to keep CO2 level inside the train in its specified limit, as and when the auxiliary
power fails (emergency ventilation).

There are two compact HVAC units per car. The units are identical and totally
interchangeable. One end of the unit is a compressor/condenser section, whereas the other is an
air handling section with evaporator, electrical heater, supply air fan, dampers etc. Electrical
installations, controller and emergency inverter are integrated in the unit.
Fresh air is sucked in through weather grilles on the side of the unit. There is a fresh air damper
to close the fresh air intake for fire mode and pre-cooling/heating mode.
Return air is sucked from the bottom of the unit and mixed with the fresh air before passing
evaporator and heater and then blown out into the duct by the supply air fan. The return air
intake has a damper to control the return air flow and to close the return air intake during
emergency ventilation.
The air velocity through the evaporator and heater is kept low enough to prevent condense water
from being blown away from the evaporator.
Condenser air is sucked in from both sides of the unit, through the condensers inside each inlet
grill and blown out upwards.

AIRCON
1 Condenser fan
2 Compressor
3 High pressure sensor
4 High pressure switch
5 Low pressure sensor
6 Liquid line solenoid valve
7 Supply air fan
8 Unit heater 1 and 2
9 Hygrostat
10 Fresh air damper
11 Control panel (include return air temperature sensor, X01, X02, X03 and X04 mode switch)
12 Evaporator
13 Fresh air temperature sensor
14 Supply air temperature sensor
15 Emergency inverter
16 Condenser
17 Return air temperature sensor

a) Compressor
There are four hermetic Copeland scroll compressors (ZRXM) per unit. Refrigerant used is
R407C.
The refrigerating output is produced by four scroll compressors in each unit and is powered
directly by the 3-phase auxiliary supply.
Refrigerant vapour returning from the evaporator at low pressure enters the compressor, which
compresses it. The refrigerant exits the compressor as a high pressure, high temperature
superheated gas via the compressor’s discharge valves and flows to the condenser coils.
The compressor used in the refrigerating system is of a scroll type (ZR72KCE-TFD-422). The
compressor delivers all the superior benefits of advanced scroll technology, such as:
-Quiet operation
- Unmatched reliability with 70% fewer moving parts than comparably sized reciprocating
compressors
- Greater capacity at handling liquid and debris in the system
- High efficiency performance.
The compressor includes a temperature probe to protect the motor against failures caused by
overheating of the windings, which may be as a result of the lack of gas or excessive starting
cycles.
The compressor is mounted in the compressor-condenser chamber, between the two condenser
fans. Each compressor is equipped with four vibration dampers to avoid the transmission of the
vibration and reduce the noise.

b) Condenser
HVAC saloon system consists of two condensers per unit.
Condenser consists of the coil which is made of copper tubes and Aluminium fins.
A condenser fan draws the ambient air and blows it through the condenser coils. The condenser
rejects heat to the ambient air from the high temperature refrigerant gas which is being pumped
from the compressor. As the heat is rejected from the coil the refrigerant gas cools and condenses
into a liquid refrigerant.

c) Condenser fan
Condenser fan consists of fan blade, motor and grille. To ensure a high heat transfer in the
condenser coil , two axial fan-motor assemblies draw “cool” ambient air from the top of the
HVAC units and then discharge the hot air back to ambient through the condenser coils in the
two sides of the HVAC unit.
Each condenser fan assembly contains a 415 VAC, 3 phase, 50 Hz motor (1440 RPM), which
supports a five bladed (710 mm diameter) axial fan fitted in a precision hub and operating in a
close-fitting ring . It must be noted that the grille cannot be walked on.

d) Solenoid valve
Solenoid valve is used in liquid pipe after sight glass/moisture indicator and before the expansion
valve. Solenoid valve is used for controlling the open and close of refrigerant flow. The valve is
commonly used to replace a manual valve or where remote control is desirable. The valve
improves system efficiency and maintains the refrigerant charge in the condenser coil during the
off-cycle of the compressor which prevents refrigerant migration when long piping runs are used.
If one of the refrigerating circuit is shut off, solenoid valve can be operated on the half cold
mode. Solenoid valve can also be used for protection of HVAC unit in emergency.
 e) Filter dryer
Filter dryer is mounted on the liquid line after the condenser and before the sight glass/moisture
indicator. The filter dryer removes moisture and contaminants from the refrigerant

f) Sight glass
The sight glass is used in refrigerating circuit to observe the refrigerant flow and to provide an
accurate method of determining the moisture content of a system’s refrigerant. Humidity
indication is obtained compared to paper indicators.

g) Expansion valve
Expansion valve is located after the solenoid valve and close to evaporator. Expansion valve is
used in refrigerating circuit as throttle component. It can open to a certain degree according to
the superheat of the outlet of evaporator. Expansion valve is mounted after filter dryer, so the
potential debris in refrigerating circuit is filtered first. Through the expansion valve, the high
temperature, high pressure refrigerant liquid changed to low temperature, low pressure
refrigerant mixture of gas and liquid.

h) PLC controller
The heart of the control system for the air conditioning unit is programmable logic control
(PLC).Using a control program stored in the PLC’s memory, the PLC close or open electrical
circuits connected to its outputs depending on the status of inputs. When a component in the
system fails, the PLC diagnoses the problem and isolates the failed component.

PLC
 i) Evaporator
The evaporator is made of stainless steel frame with copper tubes and aluminium fins.The drain
pan is made of stainless steel and the fins have 3 mm pitch.

The liquid refrigerant is vaporized in the evaporator coil at a controlled rate and temperature. The
low-pressure and low temperature refrigerant in the evaporator coil absorbs heat from the air sucked
across the coil by the supply air fan. The air, which is a mixture of the return air and the fresh air passes
through the evaporator coils and is cooled and dehumidified, is delivered into the car saloon evenly.

j) Supply air fan

To meet the air conditioning requirements of the car’s saloon and to overcome the pressure
losses in the HVAC unit and supply air duct system, each HVAC unit contains two evaporator-
motor fan assemblies. Each assembly draws both fresh air from outside, via the fresh air filters,
and return air from the saloon into the evaporator chamber. In the evaporator chamber the air
from two streams are mixed and are then drawn through the evaporator coil before being sucked
into the evaporator fans. Once the air is sucked into the fans, it is expelled into the supply air
ducting and distributed into the saloon.
Each evaporator fan-motor assembly consists of a single 415 V AC, 3 phase, 50 Hz motor with a
fan impeller installed on shafts.

k) Heating
Electrical heating is placed downstream from the evaporator. The heating battery has two
overheat protection devices, one with automatic reset and one with manual reset. The latter is
independent of the control system.

l) Emergency inverter
In the event of the on–board 415 V AC supply system failing, then the cooling of the passenger
saloon supply air is no longer possible. Therefore, in order to maintain the supply of fresh air to
the passenger compartment, an emergency inverter per HVAC unit mounted inside the HVAC
unit is activated. Electrical power from the batteries feeds the HVAC evaporator fans via the
converter. Under this condition no recirculated air is supplied back to the saloon.
 m) Mode selection switch
The mode switch S01 is located in the underside of the HVAC unit, near the return air inlet, there
is an A/C system “Mode selection switch”. The switch allows the operator to select the mode of
the HVAC unit from the following 3 modes:
•“OFF”
•”ON”
• “TEST”.

I. AirCon Working Modes:

a) Normal mode
In normal mode, the temperature and humidity is automatically controlled with heating, cooling
or ventilation.
At partial load, the system is able to reduce the indoor relative humidity by sub-cooling and
reheat the supply air. The power consumption is reduced by reducing the fresh air flow in three
steps in relation to the passenger load.
In case one unit fails, the other unit will continue to work in “normal mode” and continue to
supply the saloon with conditioned air. Since the available capacity for the saloon will be
reduced to 50% the indoor climate requirements cannot be met during all conditions.

b) Emergency mode
In case of loss of auxiliary power, the supply air fans are fed from batteries via an inverter.

 In this mode:
 heating and cooling is shut off
 the fresh air damper opens to reduce the pressure drop
 the return air damper closes to keep 100% fresh air.

c) RAP mode
In case Reduced Auxiliary Power (RAP), one unit continues to operate in normal mode whereas
the other unit operates in ventilation mode with the fresh air damper closed.

d) Pre-cooling mode
In pre-cooling mode, the fresh air intake is closed and use recirculated air until a defined indoor
temperature is reached.

e) Pre-heating mode
In pre-heating mode, the fresh air intake is closed and use recirculated air until a defined indoor
temperature is reached.

f) Off mode
In off mode, the units receive an off signal and shuts off.
g) Smoke outside mode
If smoke is detected by the smoke sensor or the driver activates this mode, the supply air fan of
the unit stops immediately and the fresh air damper close. After the fresh air damper is closed the
unit will start again but only recirculate air.

h) Manual smoke outside mode

In manual smoke outside mode, the fresh air dampers will close to prevent ingress of smoke and
the unit then continues to operate as usual.

i) Start up self-test
Startup self-test is performed every time a unit is powered up. The controller checks
communication, sensors, dampers, functions etc. The result of the test is sent to TCMS.

j) Test mode
Test mode is manually set from the HMI display or with a service computer connected to the
controller. During “test mode” the HVAC unit runs in heating or cooling mode depending on the
atmospheric condition. In test mode the unit runs for 15 minutes.
 BRAKES AND PNEUMATICS

I. PURPOSE
The purpose of the brake system is to effectively stop the train or to reduce its speed, as and
when necessary, while the train is moving and also to keep the train in static position once the
train is stopped or parked.
The vehicle has a computer controlled braking system. The braking system consists of an
electro-dynamic brake and an electro-pneumatic friction brake.
The dynamic brake brakes the vehicle by running the motors as generators and return energy via
the overhead line network during braking. Only motor cars can utilize this brake.
The electro-pneumatic brake concept comprises a direct acting, microprocessor controlled,
friction brake system with wheel mounted brake discs on the motor car and axle mounted discs
on the trailer cars and the accompanying brake calliper units.
The M-car has two motor bogies and the DT- and T-cars have two trailer bogies each. The motor
bogie has both dynamic and friction brakes while the trailer bogies have only friction brake.
Disc brace units with callipers acting on each wheel carry out friction braking. One wheel per
wheelset has a parking brake function. Brake effort can be blended and over (compensated)
between dynamic and friction brake systems.

The brake system performs the following brake modes:

 Service brake
 Emergency brake
 Back-up brake
 Holding brake
 Parking brake
 Wheel slide protection

II. BRAKING MODES

a) Service brake
The service brake is the normal way to brake the train. The service brake is achieved by use of
the dynamic and friction brake system. The total amount of brake effort needed to brake each car
is calculated in the train computer using the car weight and the requested retardation.
Normal service brake has a jerk rate limitation
 b) Emergency brake
The function of the emergency brake is to achieve as short braking distance as possible and it
provides the safest way to brake the train. The emergency brake system uses only friction brake.
Once applied, the emergency brake cannot be released until the train has come to complete stop.
It is mainly activated via the emergency stop push button on the driver's desk or the ATO/ATP
system but can also be activated by putting the master controller to emergency stop position.
Additionally the emergency brake can be activated at all time by de-energising the safety loop.
The safety loop is designed to be energised when all systems are OK and the train is energised.
In order to energise the safety loop, only one driver's key must be activated, the emergency stop
push button must not be applied and all supervised computers and the ATP-system must be
activated. If two driver's keys are activated at the same time, the safety loop will be broken. This
also applies when the key is in OFF position.
The emergency brake has no jerk rate limitation.

c) Back-up brake
The back-up brake is used in towing situations and in case of failure of electronic or electric
control elements in the brake system.

d) Holding brake
The holding brake is applied automatically when the train is stopping and the master controller is
in its centre position (coast), for example, when stopping at a station. It is initiated by the TCMS
just before stop and at stop using friction brakes only. The brake is load compensated and applies
a suitable brake force to hold the train on a slope. The holding brake also prevents the train from
rolling backwards during a start on a gradient.
The holding brake implements rollback protection which applies the brake if the train moves in
the unintended direction.
The holding brake is released when a certain amount of traction is achieved.

e) Parking brake
The parking brake prevents the train from rolling when the train is deactivated. Parking brake is
applied in the event of low (or no) pressure in the brake reservoir or by the push button in the
cab. When no main reservoir pressure is present, the parking brake is fully applied and is capable
of holding a fully loaded train at standstill at a gradient of 4%.
The parking brakes can be released by the push button when the compressed air supply is
present. With no air supply available, it is possible to release individual parking brake units
manually by a tool fitted in the parking brake cylinder.
III. Wheel Slide Protection
The purpose of the wheel slide protection system is to prevent the wheel from locking and to
prevent slide of the wheel during brake application. This decreases the stopping distance and
increases the life of the wheel.
The BCU controls each car's wheel slide protection system. There is a phonic wheel and speed
sensor to measure the speed of the axle, if the speed of any axle is exceeding the specified speed
limit, the BCU operates the dump valve to obtain an acceptable adhesion value.

IV. Brake Electronic Control unit

The BECU commands the brake system and implement anti-skid functions by evaluating the set
points for the brake out of various input signals (e.g. brake demand signals, speed signals or load
signals).
BECU calculates the required brake force according to brake demand and send electrical signals
to the BCU.Every car have its individual BECU.
To achieve a comfortable ride in all braking modes, load correction and wheel slide control and
jerk control are active.
The BECU of RS-1 consists of the following PCB’s and the same BECU is known as BCU in
RS-2 stock:
1. MB04B card-MB04B is a main board. It is loaded with application software .It consists of a
main board MB03B and a main machine interface (MMI)
2. EBO1B Card- EBO1B is an extension board in ESPA system .The board is used to enhance
the input and output operations of the main board .The EBO1B extension board provides relay
outputs and optocoupler inputs and outputs. EBO1B interfaces with the peripherals.
3. CB07A Card- is a communication board in the ESRA system. The board transforms messages
between the internal BECU bus and an external RS485 bus.
4. PB03A Card- is used to power the BECU.It meets the demands of both the electronic boards
and the sensors and the actuators.
 TCMS

The train control and management system, TCMS, is the system for controlling and monitoring
on board systems and subsystems.
The TCMS is a distributed computer system, where the units are placed close to the systems they
control or supervise in order to keep cabling to a minimum.
The TCMS HMI displays are used for real-time reporting of the different systems current status
and performance, faults and failures of control functions. The HMI displays are located in the
driver’s cab. Events are displayed differently depending on the priority of the event. Higher
priority events always take precedence over events of lower priority.
The on board part of the train diagnostic system, TDS, is a sub-system of the TCMS. The CCU-
O (Central Computing Unit – Operational) collects, stores and acts upon relevant information
about events, faults and vehicle status from the connected systems. The event information stored
in the TDS database is presented on a colour touch screen, the HMI display on the driver's desk
and can be uploaded to an off board maintenance and service system for long term storage and
additional off line analysis.
The redundant concept is of type leader/follower. There are two CCU-Os (pair) in each 2-car unit
implementing redundancy with warm standby. In case the leader CCU-O fails the follower CCU-
O takes over leadership. Both leader and follower are receiving and acting upon all signals but
only the leader has control. If the leader fails the follower becomes the new leader and takes over
the control.
 DOOR DESCRIPTIONS
The door system permits safe entry to and exit from the train cars. Also, the doors provide
physical, thermal and acoustic separation from 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.

I. Partition Door:
Partition door is a double hinged door located between the cab and the saloon area in each “DT”
car.

II. Cab door:

Cab door can be accessed from outside with the “Programmed card”, thus protecting the cab with
unauthorized access and from inside the driver can open the door with a handle.
The cab door is of sliding pocket design which makes it easier to slide without much effort when
the door is opened and closed.
The door locked status is monitored by the door close loop, TCMS (Train Control and
Management System) and is presented on the HMI (Human Machine Interface) display. Opening
of cab door turns on the cab interior lights.
Traction Safe Loop is deactivated if any cab door is not closed.

III. Passenger saloon door:

The role of each passenger door of the Delhi Metro RS2 is to:
 prevent passengers from entering or leaving the car when not authorized (doors
closed), and allow them to do so when authorized (doors open),
 Provide passengers with sufficient comfort and protection in relation to outside
environment, e.g. concerning noise and weather conditions.
The door leaves are actuated to the open and close position upon driver's request.
The passenger doors also contain emergency opening devices and safety features. Each car
comprises eight passenger doors, 4 on each side.
These doors consist of two door leaves, sliding externally of the car body walls, electrically
operated.
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 the receipt of an command from DCU, the door locking system unlocks the door and door
Operating mechanism slides the door panels to their open positons.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.

The major components of saloon door system are as follows:

1. Door Panel
2. Door control unit
3. Door Gear assembly
4. Door locking mechanism
5. Emergency release mechanism
6. Door isolation switch

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

Door Gear:
The Door Gear Assembly consists of:
Mainframe Assembly-The Mainframe assembly is located at the top of each External slider
Door system .This is the primary Fixing point for mounting the door assembly into the car body.
Electric motor and Gearbox-The electric motor provides power for the movement of door
panels.
Transmission belt and transmission pulley: The transmission belt and the pulley transmit the
motor movement to the spindle shaft. The transmission pulley is mounted on the spindle shaft.
Spindle Shaft: On the movement of pulley spindle shaft rotates and transfer the movement to
the drive brackets via spindle nuts.
Drive Brackets: Door brackets are mounted on door panels
Solenoid and door lock: The locking mechanism is integrated in the door gear assembly in
centre of the same. Mechanical locks are used to ensure full locking.
The centre hook assembly locks the doors as they meet in the centre .A lock switch mounted
onto the door gear assembly is activated by the centre hook.
Assembly to signal the door control unit that the door is locked.

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.
Emergency Release mechanism-Emergency Release mechanism is provide to open any
particular door without opening all the door in case of any emergency . In every car door no. 2 &
6 are provided with external emergency release device.

Electronic door control unit (EDCU)

Electronic door control unit (EDCU)

The Electronic Door Control Unit (EDCU) mounted and connected to the door mechanism,
relays the "open" and "close" requests
In the EDCU, a chopper driven by a PWM signal controls a permanent magnet DC motor in
torque and speed. The motor output is over-current protected and automatically re-armed.
IV. Emergency door
The function of the detrainment door is to provide evacuation of passengers and crew to track in
case of an emergency.
The detrainment door opens and deploys in such a way that in its final position it becomes an
emergency ramp that enables passengers to descend from cab floor level down to track level.
During normal operation of the train, the detrainment door is always ready to use.

SPECIAL FEATURES OF RS-2:

a) Push back device
The push back device allows, after the doors are closed and locked, the reopening of each door
leaf by 30 mm. The manual force needed to open the locked doors with push back device is
between 120 to 150 N.
With push back feature, the passengers can remove a trapped object that is not, by various
circumstances, detected by “obstacle detection” feature.

b) Obstacle detection

 The passenger doors have an obstacle detection device (controlled by motor-

current), that will automatically stop the movement, if an obstacle is located
between door leafs or door and door-portal.
 The obstacle detection is active during both opening and closing cycle. When
an obstacle is detected the door makes three attempts to complete the cycle
and upon failure in three attempts the door is de energised and an event is
logged and presented on the HMI display.
 When the door is standing still after obstacle detection, the driver has the
possibility to push “close door” ILP to make a new attempt to close the door.
 When an obstacle is detected during closing, the door reopens 200 mm (100
mm /leaf). After reopening due to obstacle detection during closing, the door
stays de energized for three seconds.