dmrc project (mech)
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ACKNOWLEDGEMENT
It is indeed a great pleasure for me to present this Summer Training Report on Delhi MetroRail Corporation as a part of the curriculum of the B.E.course Mechanical Engineering
I take this golden opportunity to thank all my mentors at DMRC who with their support
And venerated guidance made this training a real success . I express my sincere thanks
to officers of DMRC who in spite of their busy schedule have lent their precious time forhelping out me to understand various system used in DMRC.
I will be failing in my duty if I am not mentioning the technical demonstrations as given by
the reverent staff of DMRC. There is no denying the fact that DMRC is the epitome ofmodern technology and getting training at such an organization is an exquisite learning
experience that made a mark at the profoundest part of my mind.
Delhi Metro Rail Corporation
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Introduction
METRO is like a dream come true for Delhi, a revolutionarychange in the city transport. Delhi needs metro system in the
first place and it would change things for the better not only
for people who would be using it and but for the people living
in Delhi by reducing congestion, air pollution, noise pollution
and accidents.
Formation of DMRC
A company under the name DMRC was registered on 30.05.1995 under the companies act
for construction and operation of the metro project. DMRC is the joint venture of theGovernment of India and Government of National Capital Territory of Delhi. It started
functioning in November 1997. It appointed General consultant in August, 1998 to assist
them for implementation of the project. This is the consortium office international
consultancy company led by Pac Consultants International (PCI), Japan. The whole projectof approximately 200Kms is to be completed in three phases up to 2021, the first phase of the
project, comprising of approximately 62.06Kms, is currently operational.
It is having 18 stations in Line 1 (Red Line), 10 stations in Line 2 (Yellow Line) and 22stations in Line 3 (Blue Line).
Benefits of Delhi Metro on completion
On the completion of the first phase of the Delhi Metro, it would be catering to around 2.18
million commuters per day resulting in decongestion of the roads. This would also mean thatthere would be less number of buses on the roads. It has also reduced the travel time. Also
the pollution level is reduced to about 50%.
Since the first phase of the Delhi Metro is operational a large number of commuters are
having a lot of convenience in reaching their desired destination in the required time.
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Advantages of Rail-based Transit System
Can achieve carrying capacity as high as 60000-80000.
Required 1/5th energy per passenger compared to Road-based system.
Causes no air pollution in the city.
Causes lesser noise level.
Occupies no road space if underground and only about of 2 meter width of the road ifelevated.
Carries same amount of bus traffic or 33 lanes of private motor car.
Is more reliable, comfortable and safer than road system.
Reduces journey time (about 50% to 75% )
Awards won
The Delhi Metro has been awarded OHSAS (Occupational Health and Safety Assessment
Sequence 18001) by RINA (Registro Italiano Navale India Pvt. Ltd.), Geneva.
To help in proper maintenance the DMRC has been divided into departments and subdepartments:
Signaling
Telecom
Rolling Stock
P. Way
AFC
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Rolling Stock Overview
Train Formation
At present each train train set consist of four cars.Both ends of the train-set are DrivingTrailer(DT) cars and middle cars are Motor(M) cars.
The train set can be controlled as a complete unit or as separate units for various maintenance
activities at the depot.
1) 4 car - DT-M-M-DT
2) 6 car - DT-M-M-T-M-DT3) 8 car - DT-M-M-T-M-T-M-DT (Here T car is the non-driving trailer car.)
Salient Features
1. Broad Gauge
2. 25 KV Supply Voltage System
3. Three phase A.C. Induction Motor
4. Fail Safe braking with regenerative braking
5. VVVF Control
6. Reinforced conical rubber primary Suspension
7. Secondary Air Suspension
8. Uniform Floor Height
9. Jerk Controlled Braking
10. Light Weight Stainless Steel Structure
11. Slip/Slide protection
12. Train Integrated Management System
13. PLC based saloon Air conditioning system
14. Electrically Operated and electronically controlled Saloon Doors
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15. Emergency Door
16. ATP/ATO
ITEM SPECIFICATION
Track Rail gauge 1676mmSupply Voltage System 25kV ac single phase 50HzCurrent Collection Through Pantograph
Car Train Weight(max) DT&T : 42.0 ton, M : 42.0 ton
Maximum Number of passengers
DT car 361 persons (seating 43, standing 318)M&T car 392 persons (seating 50, standing 342)
Speed Control System Control of acceleration and deceleration by
Variable Voltage, Variable Frequency
(VVVF) Inverter blended with regenerativeBraking
Brake System Regenerative braking blended with
pneumatic braking by electrical commandand BP-back up brake by drivers brake
Valve
Air Pressure MR-pressure 8.0 bar ~ 10 bar
Automatic Train Control System Automatic Train Protection (ATP)
Train Monitoring System Train Integrated Management System,TIMS
Saloon Air Conditioning System
Type Roof-mounted and Self-contained Type
Rated Cooling Capacity 41KW
BogieType Bolster less type bogie with air springSuspension
-Primary Conical bonded rubber spring- Secondary Air spring
Maximum design Speed 90Km/h
Maximum Operational Speed 80Km/h
Round trip schedule Speed with 35Km/h
30S station & 8% coasting,excluding terminal station turn
round time with fully loaded train
Acceleration from 0km/h to 0.78m/s 5%
30km/h for fully loaded train on
level tangent track(Notional)
Service braking rate from 80km/h to 1.0m/s 5%
standstill up to fully loaded train on
level tangent track
Emergency braking rate from 1.3m/s
80km/h to 0km/h up to fully loaded
train on level tangent track
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Jerk rate 0.70 + 0.05m/s
INDEX
1. Aircon
2. Pneumatic and Brake System
3. Passenger Saloon Door
4. Bogie,suspension & wheels
5. Coupler
6. Saloon Interior
7. Car Body Structure
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Function of air conditioning system
to control temperature
to control humidity
to supply pure air
Design Conditions
Description ConditionNo. of passengers :- 392
Ambient temperature:- 430 DBT& 33% RH /
390 DBT & 41%RH DBTInside condition:- 330 DBT&/290DBT
Present inside condition:- 240 DBT
Fresh air per passenger :- 2.3 lpsCooling capacity:- 41 kw per unit
82 kw per car
Operating modes
COOL2
COOL2
TEMPERATURE
FALLING
TEMPERATURE
RISING
COOL1
COOL1
VENT
VENT
SET POINT
SET POINT +1CO
SET POINT
Set Point + 0.5Co
Set Point + 0.5C
Set Point + 1.0C
Normal Operating Mode
In Normal Operating Mode A/C unit provides cooling and ventilation, switchingautomatically by various sub modes to fulfil specified condition.
Emergency Operating ModeWhen 3 Phase. Power supply is not available , ac will work in this mode & will supply fresh
air only.
Smoke Mode
In this mode , system shuts off the fresh air intake and provides full recirculation of return
air within the saloon.
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Normal operating sub -modes
Vent mode :-air is supplied inside saloon without any cooling
Cool-1 mode:-air is supplied with cooling (only 50% of cooling capacity
is used)
Cool-2 mode:-air is supplied with cooling (100% cooling capacity is used.
Main component of air conditioning system -
Refrigeration Equipment
Air Transfer Equipment
Electrical Equipment
A) Refrigeration equipment
1.Compressor
2. Condenser coil
3. Solenoid valve4. Thermal exp. Valve
5. Evaporator coil
1. Compressor
The function of the compressor is to pump the refrigerant through the system and tocompress the low pressure, low temperature refrigerant into a high pressure high temperaturesuper heated vapour, to allow condensing to occur.
Type:- Semi-Hermetic Four CylinderReciprocating Suction Gas Cooled
Speed:- 1450 rpm
Swept volume:- 82.21 m3/hDisplacement:-945ccm
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
Type: Copper finned, copper tube,
brass frame heat exchanger
Quantity: 2 per unitAir Flow:2700 l/s (each coil)
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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.
Refrigerant R22
Range N -40 +10 o C
Factory Superheat 5 KMax bulb temp. 100 o C
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
Type: Copper finned, copper tube, brass frame heat exchanger.Quantity: 1 per unit.
Air Flow: 1350 l/s
Face Velocity: 2.5 m/s
Cooling Capacity: 41 kW
5. Dual pressure controller (DPC)
Its function is to switch off the refrigeration system in case of adverse system condition . It
monitors both the high and low refrigerant pressures. If the low (LP) or high (HP) pressuresreach a predetermined set point, the refrigeration system will be shut down.
Range: LP 50 700 kPa
HP 300 3000 kPaSet points:-
hp fault:- 2800 / 2500 kpa
Lp fault :- 50/350 kpa
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B. Air Transfer Scheme
1.Supply fan
As the name applies , it supplies the conditioned air inside saloon . It draws back 70% ofreturn air & 30% of fresh air & moves past t
Type: Two double inlet centrifugal blower
wheels with double shafted motor
Quantity: Two (2) per unitSupply Air: 1350 Litres/second at 470 Pa
external static pressure
Motor:- 2.2 kw @1500rpm , 415 v
2.Condenser fan
Its function is draw the atmospheric air through condenser coil , inside which hot refrigerant
is flowing , thus making the heat rejection & condensing the
Type: Multi wing axial fan, 9 blades
Quantity: two (2) per unit
Direction of flow: Draw throughRPM Range: 0 2045 rpm
Motor:- 2.2 KW @1500rpm , 415 v
saloon
Evaporator
Fresh air
Fresh air damper
Supplyfansaloon
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3.Air dampers
Their function is to control the fresh air & return( recirculated) air volume as per
requirement.
Mode fresh air return air
damper damper
Vent , partially fully
Cool 1 &2 opened opened
Emergency fully fully
vent opened closed
Smoke fully fullyvent closed Opened
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PNEUMATIC & BRAKE SYSTEM
Pneumatic system is mainly used in five items in metro Brake System, Coupler, Suspension,
Horn and Pantograph. But pneumatic system work in a unit with common input and different
outputs i.e. having a common air supply equipment which supply air at high pressure in two
pipes named MAIN PIPE (M.P.) & BRAKE PIPE (B.P.) and other equipment tapped pressurefrom it. Hence it has been configured as follows:-
Configuration
A - Air Supply equipment - DT, T
B - Brake Control equipment - DT, T, M
C - Mechanical Brake Actuating component - DT, T, M
G - Wheel Side Protection equipment - DT, T, M
L - Air Suspension equipment - DT, T, M
P - Pneumatic Horn equipment - DT
U - Auxiliary Air Supply equipment - DT, T,
W - Automatic Coupler Actuating equipment - DT, T, M
A) AIR SUPPLY EQUIPMENT
Its mainly consist of three parts:-
1) Piston Compressor (VV120)
2) Air Dryer Unit (LTZ015 H)
3) Air Reservoir
Pistoncompress
or VV120 Air driyer unitLTZ015-H
AirReserv
oir
Ai
r
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1.Piston Compressor
There are two type of compressor:-
i. Main compressor:-
1. Discharge air pressure max. 10 bars.2. Nominal discharge capacity 900 L/min.
3. Type piston type.
4. motor 3, 415V AC, 50 Hz, induction
motor
ii. Auxiliary air compressor
1. Nominal discharge capacity - 70 L/min
2. motor - 110V DC, 860W,10 minute rating
Features of piston compresseor:-
It is W- Shaped 3-Cylinder Unit with 2-Stagecompression reciprocating type compressor (see fig.).
i. Extremely short design.
ii. Optimum cooling for all cylinders.
It have self-supporting, Flange- Mounted, Motor
compressor set.i. No additional frame needed.
ii. Small installation space.
It creates very low sound pressure level.
i. Only about 64db(A)/4.6m (76db/1.0m)
It have closed circuit splash type lubrication
i. Which allow low oil consumption.
It have forced air cool type ******** heat exchanger i.e. radiator.
Its cooler Fan speed control by temperature.
It also has a torsion ally rigid bellow type coupling between motor and compressor
which allow no rotary vibration.
It is mounted with car by wire rope isolators for no resonance throughout the whole
compressor speed range.
Compressor can be drive by AC, DC and hydraulic motor i.e. very low specific
power consumption
i. It also has low breakaway torque for low starting current even at low
temperature.
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2) Air Dryer Unit (LTZ015 H)
At very high pressure when air is cooled some component of it condense in to liquid which make air
wet. So that why an air dryer unit mounted which perform following function on air:-
1) Dries the air.(Two column unit)2) Separate oil & liquid from it.(Oil separator)
3) Filter the foreign partial from it.(MicroFilter)4) And act as silencer for out going air to reduce noise.(Air silencer)
92.93 Insulators
(on LTZO15..H)
A Drainage port
O.. Exhaust port
P1 Air supply port
P2 Air pipe connection tomain reservoir
V... Valve seat
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19a Tower
19b Tower
19.7 Desiccant
19.11 Oil separator bowl with
Ranching rings24 Valve cone for check valve
25 Bracket34 Duplex piston valve
3.Air Reservoir
There are 2 type of reservoir Main reservoir & Auxiliary reservoir
1) Main reservoir can have 200L of air.
2) Auxiliary reservoir can have _______L of air.
B.BRAKE CONTROL EQUIPMENT
The brake system is one of the most important parts of metro and it is controlled and designed to
interface with TIMS(Train Integrated Management System) with electrical and pneumatic
controls. The two think must be taken in consideration while designing brake system:-
1) Wheel slide protection
2) Fail safe system
Main component of brake system are:-
1) BP (Brake Pipe)
2) BCU (Brake Control Unit)
3) BECU (Brake Electronic Control Unit)
4) ASV (Anti Skied Valve)
5) BBU (Block Brake Unit)
34.15 KNORR K-ring
34.17 KNORR K-ring
43 Valve magnet
50 Regeneration choke
55 Piston for pre control valve56 KNORR K-ring
70 KNORR K-ring
71 Valve head for bypass valve
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1) BAKE PIPE
a. It is a tapped pipe from MRP (Main Reservoir Pressure).
b. Its max. pressure is 5 bar
c. Its used only for braking propose.
2) BRAKE CONTROL UNIT
It is a single board which consist many type valves as
shown in fig.
It has analogue control valve which convert signal fromBECU to required pressure.
a. Combination of different valve used for different
purpose:-
i.A & B used for service brake.
ii.C, D & E used emergency brake.
iii.F & G used for auxiliary unit.iv.J, L, M & N used for testing fittings
Different type of braking :-
i. Service brake
ii. Blend brake
iii.Emergency brakeiv. Parking brake
v. Holding brake
vi. BP- back up brake
i. SERVICE BRAKE :-
a. It is ED (Electro Dynamic) brake.
b. It is also Regenerative brakes
c. In this motor work as generator and back EMF is
produce which recharge the battery.d. And due to generative action and opposite field a
braking force is applied on the motor.
e. This brake is controlled by C/I of M car.
ii. BLEND BRAKE
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f. It is blending of ED (Electro Dynamic) brake & EP
(Electro Pneumatic) brake.
g. It is applied when only ED brake is not sufficient.h. Then the remaining amount of brake is applied by EP
brake
i. EP brake is control by DT car. Hence blend brake iscollectively controlled by DT & M car.
M car DT car
Train line
brake demand
Blending request
F set by M & DT
F set by M EP
ED
V1 V2
iii. EMERGENCY BRAKE
j. The train set is equipped with an emergency brake
loop wire. The emergency brake loop is connected tothe emergency brake magnet valve. Which is opened
when de-energized and closed when energized (Fail-
safe system).k. Magnet valve is de-energies by driver or interruption
it by pass the MRP i.e. MRP become 0 bar
l. Analogue control valve on BCU produce a request
signal using load limiting value.
TCU TCU
BECU
BECU
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m. Redundancy realized for the emergency brake
pressure generation.
iv. PARKING BRAKE
n. Parking brake is used for parking the train in depot andthese are installed at Driving trailer car and Motor cars (1set per axle).
o. It can be operated manually or by TIMS.p. It is spring actuated brake.
q. In this first MRP pressure goes low (< 4.5 bar) by any
mean it release the pressure from spring and brakeapplied.
v. HOLDING BRAKE
r. The holding brake is provided to prevent the train
from rolling backwards on a rising gradient and thetrain from moving at the station.
s. This brake is controlled by C/I of M car.
t. The holding brakes are 70% of full service brakes.
vi. BP- BACK UP BRAKE
u. Additional BP (Brake pipe) controlled back-up brakesystem is provided in order to take over the brake
control function in case of failure of individual
electronic or electrical control elements. The drivercan continue to control the pneumatic friction brake
by using the driver's brake valve.
v. The driver is able to apply or release the pneumaticbrake by operating the driver's brake valve.
w. By the brake valve the brake pipe (BP) pressure can
be reduced or increased depending on the time the
brake lever is maintained at "braking" or "driving".During the normal service brake operation, the drivers
brake valve lever shall be maintained at "driving"
C.BRAKE ELECTRONIC CONTROL UNIT
1.It is microprocessor based control system which deals with many type of signal.
2.It works as an interface between TIMS & BCU.
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D. ASV (Anti Skied 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 andEmergency brake.The wheel slide protection acts per bogie on each car by the dump valves(G2).
Wheel-slide protection is operational at all speeds down to 3 km/h.Speed sensor mounted onthe 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 brakesthrough energizing/ de-energizing the magnets of the dump valves or anti skied valve.
1 Econnection2 Double valve
magnet
3 Plate4 Anchor spring
5 Housing
6 D piston7 Compressing
spring
8 Control chamber
9 Valve seat Vd10 Bypass nozzle
11 Nozzle D
12 Bracket13 To brake
cylinder
pressuresupply
14 To the brake
15 Nozzle C
16 Valve seat Vc17 C-piston
18 Control chamber
19 Outer valve seat
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20 Inner valve seat
Block Brake Unit
1 Piston packing ring 44 Compensating link 2 Piston 45 Bracket
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Salient Features of Saloon Door
Obstruction detection
Door isolation
Emergency operation
Fault diagnosis
ISOLATION
SWITCH
110 V DC
SUPPLY
DOOR CONTROL UNIT
(DCU)
INPUT SIGNALS
1. CLOSE SIGNAL
2. LOCK SIGNAL
3. EMERGENCY SIGNAL
4. ZERO SPEED SIGNAL
OPEN/CLOSE
COMMAND
TIMS
SOLENOID
MOTOR ENCODER
SPINDLE SHAFT
SPINDLE NUT
DRIVE BRACKET
DOOR PANEL
DOOR
OPEN/CLOSE
BLOCK DIAGRAM OF SALOON DOOR OPERATION
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Types of Coupler
1. Automatic Front Coupler
Coupler Length (from face to pivot) 1350 5 mm
Coupler Weight approx. 485 kg
Maximum Swing of couplerHorizontal approx 45
Vertical approx. 6
2. Automatic Intermediate coupler
Coupler Length (from face to pivot) 1350 5 mm
Coupler Weight approx. 365 kg
Maximum Swing of couplerHorizontal approx 45
Vertical approx. 6
3. Semi Permanent Coupler
Coupler Length (from face to pivot) 1240 5 mm
Coupler Weight approx. 210 kg
Maximum Swing of coupler
Horizontal approx 45Vertical approx. 6
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Different faults of aircon
Circuit breaker tripping i.e SFB , CBF , CMB tripping: any circuit breaker gets trips,
this fault comes.CBF-1 or 2 tripped:- system will run as usual with increased discharge pressure
CFB- 1&2 tripped :- system will not run in cool mode
CMB tripped:- system will not run in cool modeSFB mode:- system will not run in a any mode
High pressure(HP) fault:- when system pressure increase beyond given safe limit for
the system, then system gets tripped. If such instances occur more than 3times in ahours, then cooling system will shut down.
Low pressure fault: when system pressure decreases beyond given safe limit for the
system, cooling system will shut down.
High ambient temperature unloading.:- in case of adverse ambient condition , to
avoid overloading of cooling system , system is unloaded.
RAT/FAT probe fault:- these faults occurs in case of failure of temperature probe.
COTS / IOAT getting operated:- these are temperature switches , installed insidecompressor motor winding & inverter area respectively., & gets operated when
temperature exceeds the given limit.& respective system gets shutdown.
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