DELHI METRO

SUMMER A STUDY OF VARIOUS

TRAINING MECHANICAL SYSTEMS

REPORT EMPLOYED BY DELHI METRO

NATIONAL INSTITUTE OF TECHNOLOGY ROURKELA

NAME – SWARNENDU GANGULY
ROLL NO – 116ME0442
BRANCH – MECHANICAL
EMAIL – 116me0442@nitrkl.ac.in
 ACKNOWLEDGEMENT

I would like to express my sincere gratitude to the Delhi Metro Corporation

Limited for giving me this excellent opportunity of working alongside them as a
summer trainee which will play a very important part on my future career
growth and technical knowledge.

I would also like to thank all my respective mentors in DMRC for providing all
the required materials as well as all the live and practical demonstrations that
were performed for our better understanding of the technical equipment used in
DMRC and for giving their utmost efforts to answer the questions we had at our
behest for clear understanding.

The DMRC is an excellent organization and the experience of working together

and learning from them has been a wonderful journey altogether and I would
like to thank Delhi Metro once again for this opportunity.
Contents
1 Introduction 3
1.1 The Project . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
1.2 About Delhi Metro . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
1.3 Salient Features . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
1.4 Types of Rolling Stock . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5

2 Rolling Stock 6
2.1 Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
2.2 Train Car Configurations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
2.3 Bogie . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
2.3.1 Bogie Frame . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
2.3.2 Centre Pivot Device . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
2.3.3 Wheel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
2.3.4 Axle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
2.3.5 Axle Box . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
2.3.6 Axle Bearing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
2.3.7 Driving gear and Coupling . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
2.3.8 Traction Motor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12

3 Air Conditioning System 14

3.1 Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
3.2 Saloon Air Conditioning System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
3.2.1 PLC Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
3.2.2 Operating Modes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
3.2.3 Design Conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
3.2.4 Working Concept . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
3.2.5 Refrigeration Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
3.2.6 Air Supply Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
3.2.7 Air Transfer Scheme . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
3.3 Cab Air Conditioning System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
3.3.1 Cab Aircon Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
3.4 Different Faults of Air Conditioning System . . . . . . . . . . . . . . . . . . . . . . 22
3.4.1 Circuit Breaker Tripping . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
3.4.2 Pressure Faults . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
3.4.3 High Ambient Temperature Unloading . . . . . . . . . . . . . . . . . . . . . 22
3.4.4 RAT/FAT Probe Fault . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
3.4.5 COTS / IOAT Getting Operated . . . . . . . . . . . . . . . . . . . . . . . . 23

4 Door 24
4.1 Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
4.2 Passenger Saloon Door . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
4.2.1 Door Panels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
4.2.2 Door Gear Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
4.2.3 Door Isolation Switch Assembly . . . . . . . . . . . . . . . . . . . . . . . . . 27
4.2.4 Emergency Release Mechanism . . . . . . . . . . . . . . . . . . . . . . . . . 27
4.2.5 Door Control Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
4.2.6 Obstruction Detection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
4.2.7 Saloon Door Operation Concept . . . . . . . . . . . . . . . . . . . . . . . . . 28

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 4.3 Cab Side Door . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
4.4 Saloon Partition Door . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
4.5 Emergency Door . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30

5 Air Supply System 31

5.1 Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31
5.2 Air Supply Consumers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31
5.3 Air Supply Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31
5.3.1 Compressor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
5.3.2 Air Treatment Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34
5.3.3 Air Reservoirs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36

6 Brake System 37
6.1 Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37
6.2 Service Brakes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37
6.2.1 Electro Dynamic Brakes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37
6.2.2 Electro Pneumatic Brakes . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37
6.2.3 Brake Blending . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37
6.3 Parking Brakes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38
6.4 Holding Brakes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38
6.5 Emergency Brakes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38
6.6 BP Back up Brakes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38
6.7 Brake Control Equipments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39
6.7.1 Brake Pipe . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39
6.7.2 Block Brake Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39
6.7.3 Anti Skid Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40
6.7.4 Brake Electronic Control Unit . . . . . . . . . . . . . . . . . . . . . . . . . . 42
6.7.5 Brake Control Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42

7 Suspension System 43
7.1 Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43
7.2 Primary Suspension . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43
7.3 Secondary Suspension . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43
7.3.1 Air Springs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44
7.3.2 Leveling Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44
7.3.3 Differential Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46
7.3.4 Anti Roll Bar . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46

8 Couplers 47
8.1 Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47
8.2 Front Automatic Couplers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47
8.3 Intermediate Automatic Couplers . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49
8.4 Semi-permanent Couplers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49
8.5 Gangway . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50
Training Report Introduction

1 Introduction
1.1 The Project
The Delhi Metro Rail Corporation Limited also abbreviated as DMRC was registered on 3rd May
1995 under the Companies Act, 1956 for the subsequent operation of the Delhi MRTS with E.
Sreedharan serving as the first Managing Director. 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. It is a centre-state public
sector company with equity participation from Government of India and Government of National
Capital Territory of Delhi.

The DMRC opened its first corridor between Shahdara and Tis Hazari on 25th December, 2002.
Subsequently, the first phase of construction worth 65 kilometres of Metro lines was finished two
years and nine months ahead of schedule in 2005. Since then the DMRC has also completed the
construction of another 125 kilometres of Metro corridors under the second phase in only four and
a half years.

Presently, the Delhi Metro network consists of about 373 Km with 271 stations. The network
has now crossed the boundaries of Delhi to reach Noida and Ghaziabad in Uttar Pradesh, Gurgaon,
Faridabad, Bahadurgarh and Ballabhgarh in Haryana. New age trains equipped with the Unattended
Train Operation (UTO) technology have also been introduced. These trains operate with the
Communication Based Train Control (CBTC) signaling technology which facilitate movement of
trains in very short frequencies. The DMRC today has over 300 train sets of four, six and eight
coaches.

The Delhi Metro has also contributed tremendously on the environment front by becoming the
first ever railway project in the world to claim carbon credits for regenerative braking. DMRC has
also been certified by the United Nations (UN) as the first Metro Rail and Rail based system in
the world to get carbon credits for reducing green House gas emissions as it has helped reduce the
pollution levels in the city by 6.3 lakh tons every year thus helping in reducing global warming.

It has also set up roof top solar power plants at many of its stations. All stations of the presently
under construction corridors are being constructed as blue buildings. In the present phase of Delhi
Metro’s construction, the DMRC is nearing the completion of 160 kilometres of Metro lines which
has woven a web of Metro corridors along the city’s Ring Road.

1.2 About Delhi Metro

The Delhi Metro is an MRTS (Mass Rapid Transit System) serving Delhi and its satellite cities of
Bahadurgarh, Ballabhgarh, Faridabad, Ghaziabad, Gurugram, and Noida in the National Capital
Region of India.

The Delhi Metro uses the broad rail gauge (1676 mm) for its operations. However a separate line
known as the blue Line using standard rail gauge (1435 mm) has also been built and is operational.

The rolling stock of Delhi Metro is supplied by two major companies, For Phase I, the rolling
stock was supplied by a consortium of companies comprising Hyundai Rotem, Mitsubishi Corporation,
and MELCO. The coaches were initially built in South Korea but were later manufactured in
Bangalore by BEML through a technology transfer arrangement. For Phase II, the rolling stock is

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Training Report Introduction

being supplied by Bombardier Transportation while the standard gauge rolling stock is manufactured
by BEML.

Figure 1: Delhi Metro Route Map

1.3 Salient Features

Salient features of Delhi Metro are :-

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

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Training Report Introduction

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

1.4 Types of Rolling Stock

The Delhi Metro primarily uses three types of Rolling Stock :-

1. RS1 - Broad Gauge, Supplied by ROTEM

2. RS2 - Broad Gauge, Supplied by BOMBARDIER Transportation

3. RS3 - Standard Gauge, Supplied by BEML

(a) RS1 (b) RS2 (c) RS3

Figure 2: Rolling Stock in Delhi Metro

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Training Report Rolling Stock

2 Rolling Stock
2.1 Overview
The train consists of a specific set of cars joined together as a single unit. The individual cars are
as follows :-
1. DT Car - It is called the Driving Trailer car and includes the driving cab from where the
train is controlled.
2. M Car -It is called the Motor car and contains motorized bogies to drive the train.
3. T Car -It is called the Trailer car and is similar to the DT car without the driving cab.
S No.
1. Rail Gauge 1676 mm
2. Supply Voltage System 25 kV 50 Hz Single Phase AC
3. Car Tare Weight 41.5 Ton
Max No. of Passengers
4. DT Car 361 (43 Seating & 318 Standing)
5. M/T Car 392 (50 Seating & 342 Standing)
6. Wheel Chair 1 per DT Car
Wheel Diameter
7. New 860 mm
8. Half Worn 820 mm
9. Fully Worn 780 mm
Performance
10. Max Design Speed 90 kmph
11. Acceleration 0.78 m/s2 ± 5 %
12. Designed Life 30 Years

Figure 3: Schematic of a Driving Trailer Car

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Training Report Rolling Stock

Figure 4: Schematic of a Motor car

2.2 Train Car Configurations

A train set comes in a specific configuration of the car sets and a car set consists of two car units put
together. The car sets come in DT-M, T-M and M-DT to form 4 car, 6 car and 8 car configurations
as follows :-

Figure 5: 4 Car Configuration

Figure 6: 6 Car Configuration

Figure 7: 8 Car Configuration

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Training Report Rolling Stock

2.3 Bogie
The bogie is a framework carrying wheel sets, traction motors, gears, brakes and suspension system.

Figure 8: Schematic of a Bogie

No. Component Name No. Component Name

1 Bogie frame
3 Journal box (for WSP)
5 Primary suspension
7 Levelling valve
9 Installation of tread brake
11 Antiroll bar
13 Rivet, blind, pan head
2 Wheel and axle
4 Journal box (for earth brush)
6 Secondary Suspension
8 Center pivot
10 Motor and gear mounting
12 Name plate
14 Journal box (for earth brush)

2.3.1 Bogie Frame

The bogie frame is a ’H’ or ’I’ shaped structure. The bogie frame of DMRC is divided in two types
:-

1. Motor bogie frame - The transom area incorporates mountings for the brake equipment,
driving gear mounting brackets, traction motor mounting brackets, and 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.

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Training Report Rolling Stock

Figure 9: Schematic of a Motor bogie Frame

Figure 10: Schematic of Trailer bogie frame

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Training Report Rolling Stock

2.3.2 Centre Pivot Device

Mono-linkage type Centre Pivot Device forms the main connection between the bogie and the
carbody. 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 the carbody.
There are no mono-link in the traction centre. The rod transmits the longitudinal traction and
braking forces between the bogie and the carbody.

Figure 11: Centre Pivot Device

2.3.3 Wheel
The wheel is made up of forged steel with a new wheel having a diameter of 860 mm, half worn
wheel of 820 mm and a fully worn wheel of 780 mm at which point the wheel is replaced.

Figure 12: Wheel Profile

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Training Report Rolling Stock

2.3.4 Axle
Motor and Trailer bogie axle are similar, except the Motor bogie axle have additional mounting
seats for the gearbox. Because of the integral gearbox fitted to the motor bogie, motor and trailer
axle are not interchangeable.

(a) Motor Bogie Axle (b) Trailer Bogie Axle

Figure 13: Bogie Axle Sets

2.3.5 Axle Box

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

Figure 14: Axle Box

2.3.6 Axle Bearing

The axle bearing is self-contained, pre-assembled, pre-adjusted, pre-lubricated, enclosed tapered
roller bearing unit. The diameter is 130 mm.

2.3.7 Driving gear and Coupling

The driving gear is a helical gear and is mounted on both 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.

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Training Report Rolling Stock

Figure 15: Driving Gear

(a) Gearbox with coupling (b) Gearbox without coupling

Figure 16: Gearbox and 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.

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Training Report Rolling Stock

Figure 17: Traction Motor

Figure 18: Traction Motor Parts

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Training Report Air Conditioning System

3 Air Conditioning System

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

(a) Saloon AC (b) Cab AC

Figure 19: Aircon Systems

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

11. Liquid Line Solenoid Valve

12. Service Access Valves

13. Thermal Expansion (TX) Valve

14. Emergency Inverter

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Training Report Air Conditioning System

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. Condensor Fan Motor
ii. Compressor
iii. Supply Fan Motor

Figure 20: Aircon Unit

3.2.1 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 the inputs. When a component in
the system fails, the PLC diagnoses the problem and isolates the failed component.

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Training Report Air Conditioning System

3.2.2 Operating Modes

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

Figure 21: 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.

3.2.3 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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Training Report Air Conditioning System

3.2.4 Working Concept

Figure 22: Air Conditioning Working Concept

3.2.5 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 m3 4/hr
(d) Displacement - 945 ccm

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Training Report Air Conditioning System

Figure 23: 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 litres/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 (CHF2 Cl)

(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.

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Training Report Air Conditioning System

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

(b) Set Points - LP(50/350 kPa), HP(2500/2800 kPa)

Figure 24: Refrigeration Unit General Assembly

3.2.6 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 litres/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

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Training Report Air Conditioning System

(b) Quantity - 2 per unit

(c) Speed - 0 to 2040 RPM
(d) Motor - 2.2 kW, 1500 RPM, 415 V

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

Figure 25: Refrigeration Schematic

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Training Report Air Conditioning System

3.2.7 Air Transfer Scheme

Figure 26: Air Transfer Scheme

3.3 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

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3.3.1 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

3.4 Different Faults of Air Conditioning System

3.4.1 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.

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

3.4.3 High Ambient Temperature Unloading

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

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3.4.4 RAT/FAT Probe Fault

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

3.4.5 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.

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Training Report Door

4 Door
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

Figure 27: Types of Door

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

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4. Door Locking Mechanism

5. Emergency Release Mechanism

6. Door Isolation Switch

Figure 28: Passenger Saloon Door

4.2.1 Door Panels

Door panels are of aluminum 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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Figure 29: Saloon Door

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 ans pulley
transmits 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 nto 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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Figure 30: Door Gear Components

Figure 31: Door Lock Mechanism

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.

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.

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

4.2.6 Obstruction Detection

During door close operation if any any obstruction of 15mm × 100mm or more obstructs the door
movement the DCU senses the obstruction. After senseing the obstruction the DCU takes three
attempts to try and close the door.

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4.2.7 Saloon Door Operation Concept

Figure 32: Saloon Door Working Concept

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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Figure 33: Cab Side Door

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.

Figure 34: Saloon Partition Door

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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 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.

Figure 35: Emergency Door

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Training Report Air Supply System

5 Air Supply System

5.1 Overview
Air Supply Sytem 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. Auxilliary Air Supply - Available when sufficient MR Pressure is not available.

5.2 Air Supply Consumers

S No. Consumer Availability of Air Supply
Main Air Supply Auxilliary 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
6. Pneumatic Horn Available Not Available

5.3 Air Supply Equipment

The Air Supply Equipment consists of three main parts :-
1. Compressor - Consists of Main Compressor and Auxilliary 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, Auxilliary Reservoir, Air Suspension Reservoir, Surge
Reservoir.

Figure 36: Main Air Supply Circuit

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5.3.1 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

Figure 37: 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.
(g) It also has a torsionally rigid bellow type coupling between motor and compressor
which allows no rotary vibration.
(h) 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.

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Figure 38: VV120 Compressor Schematic

2. Auxilliary Air Compressor :-

(a) Nominal Discharge Capacity - 70 L/min

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

Figure 39: Auxilliary Air Compressor

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5.3.2 Air Treatment 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
e.g oil and moisture. After filtration these impurities are drained out by the automatic drain
valve.

Figure 40: 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 %.

Figure 41: Air Dryer

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Figure 42: Schematic of Air Dryer (LTZ015–H)

No. Component Name No. Component Name

19 Desiccant Tower 19.7 Desiccant
19.11 Oil separator bowl 24 Valve cone for check valve
25 Bracket 34 Duplex piston valve
34.15 KNORR K-ring 34.17 KNORR K-ring
43 Manget valve 50 Regeneration choke
55 piston for pre control valve 56 KNORR K-ring
70 KNORR K-ring 71 Valve head for bypass valve
92.93 Insulators A Drainage port
O Exhaust port P1 Air supply port
P2 Air pipe connection to MR V Valve seat

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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.

Figure 43: Micromesh Oil Filter

5.3.3 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

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Training Report Brake System

6 Brake System
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

6.2 Service Brakes

The service brakes consists of two types of brakes :-
1. Electro Dynamic Brakes
2. Electro Pneumatic Brakes

6.2.1 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.

6.2.2 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.

6.2.3 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.

Figure 44: Brake Blending

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Figure 45: Blending Request

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. Is 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 by 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.

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.

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.

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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6.7 Brake Control Equipments

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. Anti Skid Valve

4. Brake Electronic Control Unit (BECU)

5. Brake Control Unit (BCU)

6.7.1 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.

6.7.2 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.

Figure 46: Tread Brake Unit

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Figure 47: Block Brake Unit

No. Component Name No. Component Name No. Component 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

6.7.3 Anti Skid 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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Figure 48: Anti Skid 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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6.7.4 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.

Figure 49: Brake Electronic Control Unit

6.7.5 Brake Control Unit

It is a single board which consist many type 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

Figure 50: Brake Control Unit

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Training Report Suspension System

7 Suspension System
7.1 Overview
There are two types of suspension systems in Delhi Metro :-
1. Primary Suspension
2. Secondary Suspension

7.2 Primary Suspension

The primary Suspension is located between the bogie frame and journal box. The primary
suspension is og 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.

Figure 51: Primary Suspension

7.3 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. Anti roll bar

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7.3.1 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.

(a) Air Spring on Bogie (b) Air Spring Bellows

Figure 52: Air Springs

7.3.2 Leveling Valve

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

Figure 53: Leveling Valve Assembly

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Figure 54: Schematic of Leveling Valve

Figure 55: Working of Leveling Valve

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7.3.3 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.

Figure 56: Differential Valve

7.3.4 Anti Roll Bar

The bogie secondary air suspension is normally insufficient to restrain the roll movements of the
body, hence the fitting of an anti roll 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
twist the bar, and the movement is restrained.

Figure 57: Anti Roll Bar Assembly

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Training Report Couplers

8 Couplers
8.1 Overview
Two types of couplers are used in Delhi Metro :-

1. Front Automatic Coupler

2. Intermediate Automatic Coupler

3. Semi-permanent Coupler

Figure 58: Coupler Locations

8.2 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◦

Figure 59: Front Automatic Coupler

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Figure 60: Automatic Coupler Schematic

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8.3 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◦

Figure 61: Intermediate Automatic Coupler

8.4 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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Training Report Couplers

Figure 62: Semi-permanent Coupler

8.5 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

Figure 63: Gangway

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