Summer Training Report on Automatic Fare Collection

System, Networking Systems and

Resources :

Training Supervisor: Submitted By:

Mr. G.R. Kanojia Gaurav Dahiya

( ) B. Tech E.C.E (7th Sem)

ASET, I.P. University

Delhi Metro Rail Corporation Ltd.

By

Musham Mehdi

B.Tech C.S.E. ( 5th Semester)

USIT, I.P. University

In the course of engineering it is very essential to take training which I also underwent for 6 weeks working days after my 2nd year in an industry. Practical training is very important aspect in our learning process of four years.

This training is much useful for an engineering student. This may be a very important and vital stepping in the practical and applicative world by this he/she gets to know about actual working environment relation between officer and their subordinate organisational values of any industry and many other things like how people work together. This training plays a vital role to build a good engineer.

I took my training in the prestigious Delhi Metro Rail Corporation Ltd. this is a project which is a joint venture of Delhi Govt. Union & Govt. of India. The training in the esteemed organisation of DMRC provides me a good knowledge about the organisational values and a very good knowledge about metro train, and the different advanced applications shown there.

INDEX

Acknowledgments

A Preface To DMRC

Part 1: Telecommunication and Networking

Part 2: AFC – ‘Automatic Fare Collection’ System

Acknowledgements I would like to express my regards and would like to thank following person, without whom, this project would not have been possible:

Mr G.R. Kanojia

Delhi Metro Rail Corp. The Delhi Metro is a rapid transit system serving Delhi, Gurgaon and Noida in the National Capital Region of India. The network consists of five lines with a total length of 125.67 kilometres (78.09 mi). The metro has 107 stations of which 17 are underground. It has a combination of elevated, at-grade and underground lines and uses both broad gauge and standard gauge rolling stock.Delhi Metro is being built and operated by the Delhi Metro Rail Corporation Limited (DMRC). As of April 2010, DMRC operates more than 100 trains daily between 6:00 — 23:00 with a frequency of 3 to 4.5 minutes. The trains have four to six coaches and the power output is supplied by 25-kilo volt, 50 Hz AC through overhead catenary. The metro has an average daily ridership of over a million commuters, and has carried over a billion commuters in seven years since its inception.Planning for the metro started in 1984, when the Delhi Development Authority and the Urban Arts Commission came up with a proposal for developing a multi-modal transport system for the city. The Government of India and the Government of Delhi jointly set up the Delhi Metro Rail Corporation (DMRC) in 1995. Construction started in 1998, and the first section, on the Red Line, opened in 2002, followed by the Yellow Line in 2004, the Blue Line in 2005, its branch line in 2009 and the Green Line in 2010. Subsequently, these lines have been extended and new lines are under construction in Phase II of the project, including

the Delhi Airport Metro Express and the Violet Line which are scheduled to be completed by September 2010

BackgroundThe concept of a mass rapid transit for Delhi first emerged from a traffic and travel characteristics study carried out in the city in 1969] Over the next several years, many official committees by a variety of government departments were commissioned to examine issues related to technology, route alignment and governmental jurisdiction.[8] In 1984, the Delhi Development Authority and the Urban Arts Commission came up with a proposal for developing a multi-modal transport system, which would consist of constructing three underground mass rapid transit corridors as well augmenting the city's existing railway and road transport networks.While extensive technical studies and search for financing the project were in progress, the city expanded significantly resulting in a two-fold rise in population and a fivefold rise in the number of vehicles between 1981 and 1998. Consequently, traffic congestion and pollution soared, as an increasing number of commuters took to private vehicles with the existing bus system unable to bear the load.An attempt at privatising the bus transport system in 1992 merely compounded the problem, with inexperienced operators plying poorly maintained, noisy and polluting buses on lengthy routes, resulting in long waiting times, unreliable service, extreme overcrowding, unqualified drivers, speeding and reckless driving[. to rectify the situation, the Government of India and the Government of Delhi jointly set up a

company called the Delhi Metro Rail Corporation (DMRC) on March 5, 1995 with E. Sreedharan as the managing director.ConstructionPhysical construction work on the Delhi Metro started on October 1, 1998.[12] After the previous problems experienced by the Calcutta Metro, which was badly delayed and 12 times over budget due to "political meddling, technical problems and bureaucratic delays", the DMRC was given full powers to hire people, decide on tenders and control funds.[13] As a result, construction proceeded smoothly, except from one major disagreement in 2000, where the Ministry of Railways forced the system to use broad gauge despite the DMRC's preference for standard gauge.[14]NetworkMain article: List of Delhi metro stationsThe Delhi Metro is being built in phases. Phase I completed 65.11 km (40.46 mi) of route length, of which 13.01 km (8.08 mi) is underground and 52.10 km (32.37 mi) surface or elevated. The inauguration of the Indraprastha–Barakhamba Road corridor of the Blue Line marked the completion of Phase I on October 27, 2006.Phase II of the network comprises 128 km (80 mi) of route length and 79 stations, and is presently under construction, with the first section opened in June 2008 and a target completion date of 2010.Phases III (112 km) and IV (108.5 km) are planned to be completed by 2015 and 2021 respectively, with the network spanning 413 km (257 mi) by then.Current routes

As of June 2010, the whole of Phase-I and parts of Phase-II are complete, with the network comprising five lines with 107 metro stations and a total length of 124.47 km (77.34 mi)

Red Line (Delhi Metro)The Red Line was the first line of the Metro to be opened and connects Rithala in the west to Dilshad Garden in the east, covering a distance of 25.09 kilometres (15.59 mi). It is partly elevated and partly at grade, and crosses the Yamuna River between Kashmere Gate and Shastri Park stations.The inauguration of the first stretch between Shahdara and Tis Hazari on December 24, 2002, caused the ticketing system to collapse due to the line being crowded to four times its capacity by citizens eager to have a ride.Subsequent sections were inaugurated from Tis Hazari – Trinagar (later renamed Inderlok) on October 4, 2003,Inderlok – Rithala on March 31, 2004, and Shahdara – Dilshad Garden on June 4, 2008.

Yellow Line (Delhi Metro)The Yellow Line was the second line of the Metro and was the first underground line to be opened.It runs for 17.36 kilometres (10.79 mi) from north to south and connects Jahangirpuri with Central Secretariat. The northern part of the line is elevated, while the rest is underground. The first section between Vishwa Vidyalaya and Kashmere Gate opened on December 20, 2004, and the subsequent sections of Kashmere Gate – Central Secretariat opened on

July 3, 2005, and Vishwa Vidyalaya – Jahangirpuri on February 4, 2009. This line also possesses the country's deepest Metro station at Chawri Bazaar, situated 30 metres (98 ft) below ground level. Interchanges are available with the Red Line at Kashmere Gate station, and with the Indian Railways network at Delhi and New Delhi railway stations.On 21 June 2010, a 14.47 km stretch of the line from Qutub Minar to HUDA City Center (Gurgaon) was opened The newly opened stretch has 10 stations out of which Chhatarpur station will be opened in August. Blue Line (Delhi Metro)The Blue Line was the third line of the Metro to be opened, and the first to connect areas outside Delhi. Partly overhead and partly underground, it connects Dwarka in the west with the satellite city of Noida in the east, covering a distance of 47.4 kilometres (29.5 mi). The first section of this line between Dwarka and Barakhamba Road was inaugurated on December 31, 2005, and subsequent sections opened between Dwarka – Dwarka Sector 9 on April 1, 2006, Barakhamba Road – Indraprastha on November 11, 2006, Indraprastha – Yamuna Bank on May 10, 2009, and Yamuna Bank – Noida City Centre on November 12, 2009.This line crosses the Yamuna River between Indraprastha and Yamuna Bank stations,and has India's first extradosed bridge across the Northern Railways mainlines near Pragati Maidan. A branch of the Blue line, inaugurated on January 7, 2010, takes off from Yamuna Bank station and runs for 6.25 kilometres (3.88 mi) up to Anand Vihar in east Delhi.Interchanges are available with the Yellow Line at Rajiv Chowk station,and with the Indian Railways network at the Anand Vihar Railway Terminal

Green Line (Delhi Metro)The Green Line is the most recent line of the Metro, and its first standard gauge corridor, to be inaugurated as of 2010. The fully elevated line joins Mundka with Inderlok, running for 15.1 kilometres (9.4 mi) mostly along Rohtak Road. An interchange with the Red line is available at Inderlok station via an integrated concourse. This line also has the country's first standard gauge maintenance depot at Mundka.

SecuritySecurity on the Delhi Metro is handled by the Central Industrial Security Force (CISF), who have been guarding the system ever since they took over from the Delhi Police in 2007.]Closed-circuit cameras are used to monitor trains and stations, and feed from these is monitored by both the CISF and Delhi Metro authorities at their respective control rooms.Over 3500 CISF personnel have been deployed to deal with law and order issues in the system, in addition to metal detectors, X-ray baggage inspection systems and dog squads which are used to secure the system Intercoms are provided in each train car for emergency communication between the passengers and the driver.Periodic security drills are carried out at stations and on trains to ensure preparedness of security agencies in emergency situations.

TicketingFor the convenience of customers, Delhi Metro commuters have three choices for ticket purchase. The RFID tokens are valid only for a single journey on the day of purchase and the value depends on the distance travelled, with fares for a

single journey ranging from Rs. 8 (US$ 0.17) to Rs. 30 (US$ 0.64). Fares are calculated based on the origin and destination stations using a fare chart A common ticketing facility for commuters travelling on Delhi Transport Corporation (DTC) buses and the Metro will be introduced in 2011 Travel cards are available for longer durations and are most convenient for frequent commuters. They are valid for one year from the date of purchase or the date of last recharge, and are available in denominations of Rs. 50 (US$ 1.07) to Rs. 800 (US$ 17.04). A 10% discount is given on all travel made on it.A deposit of Rs. 50 (US$ 1.07) needs to be made to buy a new card. Tourist cards can be used for unlimited travel on the Delhi Metro network over short periods of time. There are two kinds of tourist cards — with validities of one and three days respectively. The cost of a one-day card is Rs. 70 (US$ 1.49) and that of a three-day card is Rs. 200 (US$ 4.26), besides a refundable deposit of Rs. 50 (US$ 1.07) that must be paid at the time of purchasing the card.

PART 1

TELECOMMUNICATION AND NETWORKING

NETWORKING FOTS NP SCADA PIDS PAS CCTV RADIO

CONFIGURING 2524/2512 SWITCH

Hardware Requirements:-

2524/2512 Switch

Console cable (with both ends being serial communication ports)

Power cable for switch

PC/Laptop with Hyper Terminal communication facility (Check the

availability at START/ALL

PROGRAMS/ACCESSORIES/COMMUNICATIONS/HYPER TERMINAL)

Configuration procedure :-

Connect the console cable between PC(COM 1) and Switch

(Console port)

Open Hyper Terminal (START/ALL

PROGRAMS/ACCESSORIES/COMMUNICATIONS/HYPER TERMINAL)

Enter valid name (it can be any name, but give short form of the

station you are configuring the switch for. Eg. RN-ramesh nagar)

Select COM 1 in connect using column

Select Restore Defaults tab in COM 1 PROPERTIES/PORT

SETTINGS

Click OK

A dialog box opens with the name you have given, Carry out the following steps:-

Give power supply to the switch

Initialization of the switch will be carried out.

Enter into configuration mode (the screen will display Hostname#)

1. Entering into configuration mode (to have the screen displaying Hostname#)

After initialization of switch is over, the instruction that comes

on Hyper Terminal dialog box depends on the passwords

already set in the switch

There are two users created in switch, OPERATOR/MANAGER

We can set password for any one of them, both of them or

none of them

INITIAL PASSWORD SETTTINGS IN SWITCH

No password set for OPERATOR/MANAGER

Switch will directly enter into config. Mode

and Hyper Terminal dialog box will display

Hostname#

Password set for only MANAGER

Hyper Terminal dialog box will display

Username:Manager

Password:hp

Now, switch will enter configuration mode.

Hostname#

(Here Operator will not be accepted as user

name)

Password set for both OPERATOR/MANAGER

Hyper Terminal dialog box will display

Username:Operator

Password:hp

Then the display will be:

Hostname>

Enter en

User name:Manager

Password: hp

Now, switch will enter configuration mode.

Hostname#

Give

Username: Manager

Password: hp

At the first instance itself, switch will enter into config.mode

Password set for only OPERATOR

Hyper Terminal dialog box will display

Username:Operator

Password:hp

Hostname> en

Now, switch will enter configuration mode.

Hostname#

2. Once, switch enters into configuration mode, give following command

Hostname # Configure terminal

Hostname(Config) #

3. Changing the hostname

Hostname is given to easily identify the location for which

switch is configured

It will be containing five digits SW2RN. First three digits will

indicate the switch number (SW1- SCR, SW2 - North EFO, SW3 –

South EFO), last two digits will indicate the station.

The switch being configured may have any host name (Which

we have referring to as Hostname)

Now, to change the hostname to new one (lets say SW2RN),

give the following command

Hostname(Config) # hostname SW2RN

Now, the display will change to

SW2RN(Config) #

4. Setting passwords for Operator/Manager

It is advisable to create both users OPERATOR/MANAGER, with

password as hp for both of them

Give following commands to set passwords for

OPERATOR/MANAGER

Setting password for operator

SW2RN(Config) # password operator user-name

operator

Password : hp

Re-enter the password : hp

Setting password for manager

SW2RN(Config) # password manager user-name

manager

Password : hp

Re-enter the password : hp

5. Configuring VLAN

We have to access VLAN 1, change its name and configure its

ip address

Enter the following commands:

SW2RN(Config) # VLAN 1

SW2RN(VLAN-1)# name SW2RN

You can check the changed name by giving the command show

ip, in which VLAN 1 will be named as SW2RN

Now, give ip address as follows:

SW2RN(VLAN-1)# ip address 192.xxx.5.yy

255.255.252.0

Check weather the ip address and sub-net mask have been

changed by giving show ip command

Return to configuration mode

SW2RN(VLAN-1)# exit

SW2RN(Config) #

6. Setting Default Gate way

Give the following command

SW2RN(Config)# ip default-gateway 192.xxx.5.1

Check the changed default-gateway by giving show ip

command

7. Configuring ETHERNET 1

Give following commands

SW2RN(Config) # interface Ethernet 1

SW2RN(Eth-1) # speed 100-full

SW2RN(Eth-1) # exit

SW2RN(Config) #

8. Creating and configuring snmp-server

SW2RN(Config) # snmp-server community public operator

restricted

SW2RN(Config) # snmp-server community public manager

unrestricted

SW2RN(Config) # snmp-server host 172.17.5.107 critical

public

Check the changed parameters by giving show snmp-

server

9. Exiting configuration mode, saving the changes and logging off

SW2RN(Config) #

SW2RN(Config) # exit

SW2RN # write memory

SW2RN # exit

SW2RN > exit

Do you want to log off (y/n) : y

10. Close Hyper Terminal and the switch is configured for use

Passenger addressing system (PAS )

The passenger address system PAS is one of the systems that create a user friendly ambience in the DMRC computer services and it plays a very important role as well.

As of date this system receives information from the TIMS (management software) which is something similar to train timetable as per the present time it sends information to this system and the address is made. This is one of the reasons that a universal clock is required and that is the reason the network is incorporated with a master clock server.

The scheme is such that the train driver has information about the timings and he has to see that the train reaches a particular station as per the time frame it has been allotted, which is similar to normal railways. The thing that is making it a little bit different from the railway is that this timetable is a static one and so fixed and is totally computerized while that in the railways is a dynamic one and it is user controlled.

The present addressing system in the station is in the following way:

1. When the countdown reaches 2 minutes then there is an announcement that the train would be arriving in the platform and this announcement is made only on the platform on which the train is expected as well in the concourse area, through which the computers enter the station and its premises and if required it can be heard inside the SCRs(station control room)

2. Exactly at the end of the countdown it makes an announcement that the train is going to leave the platform and the announcements are mentioned in the areas mentioned above.

3. In case of announcements that are to be made by the SCR it can be made using the system that is available in the control rooms , while they can’t make it another station as they don’t have those permissions and this can be done from the OCC (Operational Control Center).

4. From the OCC the operator can select a station and the platform in which the announcement has to be made.

The PAS equipment will work in three different modes:

1. Automatic Mode: the diffusion of the messages will be held through a weekly scheduled program. In automatic mode the PAS central system receives messages form the central passenger information system involving data about train movements (arrivals , departures).the information is analyzed by PAS that automatically launches announcements to the designated stations

2. Manual Central Mode: the system will be operated through the OCC operator that will direct manual messages to the microphones.

3.Manual Local Mode: the station operator independently from OCC will control the system. The local PAS at each train station is able to accept signals from the local Exchanger Net Client Unit to activate automatic prerecorded announcements from the train station

Passenger Information Display System (PIDS):

PIDS stands for Passenger Information Display System which gives a very user friendly looks of the DMRC to these who avail the DMRC services

The aim of the system is to display and announce traffic information and other convenient information along the station and various platform areas .The PIDS allows the data input ,transmission and diffusion of information concerning the movements of trains in real time to all station users and the same for the application in main center using Ultra Bright LED Display Panels .The system has capability to control virtually unlimited no. of stations which can be done by the configuration of the network design . The PIDS designed for the DMRTS

network has several functions such as displaying train scheduling information and data related to train circulation like arrival and departure time.

The system is divided into two main parts:

1. The Operational Control Center: this refers to all the equipments installed in the OCC .the details are :

a. Serverb. Assistant to Chief Controller PIDS /PAS workstationc. PIDS Backup Control Panel

2. The Station System: this refers to all the equipments installed in the terminal stations .the details are :

a. WorkStationb. Ultra Bright LED Panels

The PIDS compromises of the following:

1. Central Passenger Information System: it is located at OCC and includes the system server and the Assistant Chief Controller Workstation.

2. The Remote Passenger Information System: it is located at each station and includes the station server, the station MMI (Man Machine Interface) position and Ultra Bright LED Panels. The station server located in each station receives periodic database at location information from the OCC server. In this manner it manages and controls the local Ultra Bright LED Panels.

The PIDS /PAS work together with each other. The announcements take place through the PAS software.

The PADS /PAS hardware includes:

1. CentralATS (Automatic Train Supervision): it provides source, destination, and timings in form of packets. There are 4 servers present out of which 2 hrs for line 1 and two for line 2.

2. Cluster Server: it sends timings and messages. It is called Cluster because a set of recourses are shared by a no. of servers but only one server is the owner.

3. Smart Array Controller: there are two hardwires of Smart Array Controller out of which one is redundant. It is used for Raid 0 implementation (in this two discs are mirrors of each other) and cluster purpose.

4. C Drive: in this system software is loaded.5. P Drive: in this all the PIDS /PAS related application is loaded.6. Q Drive: in this hotswapable discs are present.

EBTS REMOTE SITES

INTRODUCTION

The enhanced base transceiver system provides the RF interface from the master site to the mobile subscribers in a Dimetra system. The EBTS consists of several equipment components:

BR: Base Radio , each handles one RF 25 KHz channel with four time slots.

TSC: TETRA Site controller. EAS: Environmental Alarm system provides an electrical interface for

internal and external site alarms and controlling functions. RFDS: RF Distribution system provides transmitter combining and

receives signal distribution.

The remote site equipment also includes transmit and receive antennas, GPS antenna, -48v power supply and the telephone company supplied x.21 line termination equipment.

Various EBTS configurations are available to meet the channel requirements for each site and provide from 4 to 28 logical channels.

The EBTS can be configured with up to seven base Radios (BRs), each of which provides four logical channels.

The EBTS can be configured with up to seven Base Radios (BRs), each of which provides four logical channels. An EBTS with up to four BRs is supplied in a single 2m 19'' cabinet and an EBTS with 5-7 BRs is supplied in two 2m19" cabinets.

The EBTS has remote software download capabilities and is remotely managed via the Zone manager. Local configuration and programming of the EBTS is accomplished using the TETRA EBTS service software (TESS).

EBTS components

The EBTS is comprised of one or two equipment cabinets, depending on how many BRs are required. Each equipment cabinet contains base radio and RF distribution equipment. There is one site controller and one EAS per EBTS and these are contained in the prime cabinet. The equipment cabinet is a self –contained 1.9metre cabinet that e contains the various equipment modules.

Breaker panel Junction panel(top of cabinet ) Cavity combiner Receiver multicoupler (RMC) and preselector trays Environmental Alarm system (EAS) Site Controller Base Radio (1 to 4)

Only one site controller may be used in the 1.9m cabinet.

The site controller and Base Radio are interconnected via an Ethernet local

Area Network (LAN).the site controller also provides the communication interface between the master site and the EBTS via a .21 link.

BREAKER PANEL

The Breaker Panel is mounted in the upper most location of the equipment cabinet. This is the central location for power distribution and overload protection of the equipment cabinet.

Each circuit breaker is dedicated to a single module within the equipment cabinet. The circuit breakers provide manual on\off control for the modules, as well as providing automatic disconnect in the event of an electrical overload.

JUNCTION PANEL

The junction panel provides a central location for cabinet grounding and intercabling . Access to the junction panel is gained from the top to the equipment cabinet. The junction panel is mounted at the top of the equipment cabinet toward the rear, as shown in the fig.

CAVITY COMBINER

The cavity combiner operates over the 380-433 MHz frequency range and is available in either manual tune or automatic tuning versions. The cavity combiner is mounted below the breaker panel in the equipment cabinet. It has a power monitor that is used to detect antenna system failure. A transmit post filter is present in the 3.4MHz sub-band configuration. This filter is not present on the 5MHz configuration.

FILTER TRAY

The filter tray contains the receiver preselector filters. There is one preselector filter per receive diversity branch. The output of the filters is fed into the RMC .Preselectors are required for both the 3.4 MHz and 5MHz configurations.

RECEIVER MULTICOUPLER

The receiver multicoupler (RMC) is an active receive multicoupler assembly that provides multiple receive signal ports. Each diversity branch antenna is connected via a preslector filter to module in the receiver multicoupler. Each RMC module is then correspondingly connected to one receiver in each of the BRs . The receiver multicouplers are mounted below the combiner.

ENVIRONMENT ALARM SYSTEM

The environmental alarm system (EAS) provides a common interface for alarm signals from within the EBTScabinet and form external sources. Examples of environmental conditions that could be monitored are site power, smoke detectors and intrusion (burglar) detectors. Only one EAS is used per EBTS/

The EAS accepts 48 alarm inputs and provides eight control outputs. The EAS interfaces with the site controller via an IEEE 1284 interface.

SITE CONTROLLER

The TETRA Site Controller (TSC) provides the X.21 remote interface to the Master Site and controls the BR operation over a local Ethernet link. The TSC is capable of controlling up to seven BRs and consists of the following modules:

Power PC motherboard Front panel swithces,indicators, and test connectors Internal power supply Site reference ISA(SRI) card X.21 interface card Ethernet LAN PCI(ELP) card Flash memory card Transient protection card

Site controller front panel switches, indicators, and test connectors

The site controller front panel is equipped with several switches, indicators, and test connectors as follows:

Power switch Pushbutton CPU reset Red and green LEDs to indicate the status of the EBTS Trunking status LED indicators BNC port for monitoring time/frequency standard signals DB9 service access connector for Man –Machine interface(MMI)

Site controller power supplies

The internal power supply converts the rack -48v to -60v power (-44 to -60vdc).

Site controller site reference card

This card provides a time /frequency reference for the EBTS. It uses the GPS signal to ensure that the reference is accurate and that EBTS is synchronized with its adjacent sites.

Site controller x.21 interface card

This card is a two –port serial card that interfaces there PCI bus used by the site controller to the X.21 link used to communicate with the master site.

Site controller Ethernet LAN PCI (ELP) card

This card provides the Ethernet interface between the site controller and the base radios.

Site controller flash memory card

This card interfaces to the CPU via the ISA bus. The card provides permanent storage for EBTS executable, configuration, and log files.

Site controller Transient protection card

This card provides transient protection for the IEEE 1284 parallel I/O data between the motherboard and the EAS.

BASE RADIO

The base radio (BR) provides reliable digital communications capabilities by incorporating compact software – controlled design. Increase channel capacity is achieved through voice compression techniques and time division multiplexing. Each BR is made up of the following FRUs:

Base radio controller(BRC) Power supply Receiver Exciter Power amplifier

Base radio controller

The base radio controller (BRC) serves as the main controller of the base radio. The BRC provides signal processing and operational control of the other base radio modules.

Base radio dc power supply

The receiver provides the receive the functions for the base radio. The receiver module contains there separate receivers to allow receive diversity using multiple receive antennas.

Base radio exciter

The exciter, in conjunction with the power amplifier (PA), provides the modulation and transmitter functions for the base radio.

Base radio power amplifier

The PA, in conjunction with the exciter, provides the transmitter functions for the base radio. The PA accepts the low-level modulated RF signal from the Exciter and amplifies the signal for transmission via the RF output connector.

Radio frequency distribution system

The radio frequency distribution system (RFDS) accepts inputs from the transmitters in the EBTS, and combines these to allow the transmitters to feed into a single antenna. The RFDS uses cavity combining for minimum insertion loss, maximum RF power dissipation and increased channel capacity. Minimum frequency separation for the cavity combiner is 150 KHz for EBTS platform release 2(250 KHz for platform release 1).

The receiver multicoupler (RMC) is logically considered part of the RFDS, but is physically contained in a separate FRU below the RFDS. The RMC is an active receive multicoupler assembly that provides multiple receive signal ports from a single antenna. Each diversity branch antenna is connected to a receiver multicoupler . As standard the EBTS is equipped with two RMCs to support dual branch diversity. Each RMC is then correspondingly connected to one receiver in each of the BRs. A receiver amplifier and splitter are provided to support receiver diversity for multiple BR operation.

Back Panel

Back

Handset

System Block Diagram

Copyright iFocus Pte LtdAll rights reserved 1 May 2002

Ver 1.50

MTM700Transceiver Box

Front

ATC TIMS

AVAS(PA System)

PA Speaker

TransitAntenna

TRIU (Front Cab)

4

SB9600Audio(5pins)

(8pins)

Aux. Data Port

Rolling StockDry Contacts x5

TRIU (Rear Cab)

RS232 (9pins)

RS232(9pins)

RS422(5pins)

Buzzer

12V Supply

4pins

RS422 +Audio

(13pins)

Accessories Link (9pins)

RS422(5pins)

RS422+Audio Out(15pins)

5

DSub Female Connector

DIN Male Connector(48pins)

TRCP

Recorder

RadioSpeaker

Mic

3Maintenance Data Port RS232(9pins)

CPC8

CPC2

CPC1

5

CPC6SB9600 (20pins) RS422 +

Audio(13pins)

7

Radio Control HeadSB9600(20pins)

9

10pins

RS422+Audio

(13pins)

PART 2

AUTOMATIC FARE COLLECTION

INTRODUCTION CENTRAL COMPUTER (CC) STATION COMPUTER (SC) PRODUCTION SERVER (PS) POWER SUPPLY EQUIPMENTS

1. TICKET OFFICE MACHINE (TOM)2. BULK INITIALISATION MACHINE (BIM)3. GATE4. TYPE OF GATE 5. TICKET READER6. CONTACTLESS SMART TOKEN (CST)7. CONTACTLESS SMART CARD (CSC)

INTRODUCTION

In this we studied about the fare collection system of DMRC. This feature is not available in INDIAN RAILWAYS. The AFC is composed of:

One central computer for all system One station computer by station Several equipment of several types (TOM, BIM, GATE, PTD)

CENTRAL COMPUTER (CC)

The central computer is the central level for the automatic fare collection system. Its main feature is:

To communicate with all station computer To store the transaction and audit data in order to central function

based on collection To perform the equipment management To inform operator about equipment alarm, events. To provide report on transport activities

The central computer is composed of data center (DC), Middle Ware Server (MS), Archiving Server (AS) and Local Work Station. It is able to communicate with SC and PC via the WAN.

STATION COMPUTER (SC)

The station computer is the station level for the AFC system of DMRC. Its main function is:

Collect ticket usage transaction update audit registers from station computer and other equipment for transmission to the computer

Distribution to the CC of events and alarm data It also shows the current gate status and respective component health

POWER SUPPLY

1. REQUIREMENT OF UPS:-

a. To provide back up incase of input power supply failure.b. To protect our system from power line irregularities.c. To provide power to the system with stable voltage, frequency.

2. POWER LINE IRREGULARITIES:-

a. Over voltage (voltage > Vspecified for more than 10 cycles)b. Under voltage (voltage < Vspecified for more than 10 cycles)c. Spikes and Transients (Generated by switching action of devices

in power line. They can be of value that range up to 20 times of peak voltage.)

d. Frequency distortion.e. Harmonic distortion.f. Black Out.g. Surges/Swells (3-10 cycles of over voltage).h. Sags ( 3-10 cycles of under voltage, mainly due to start of other

devices online)i. Wave form distortion.

UPS SYSTEMS

OFF LINE ON LINE LINE INTERACTIVE

a) OFF LINE UPS:-

MAINS I/P OUT PUT

Off Line UPS characteristics:-

Off Line UPS characteristics:-

1. Input disturbances are directly going to load.2. No voltage stabilization, regulation.3. Load switching takes place using a TRF relay, which is slow and there will be

breakage in continuity of the supply.

CHARGER

TRF RELAY

BATTERY

INVTR

b) LINE INTERACTIVE UPS :-

MAINS I/P OUTPUT

Line interactive UPS Characteristics:-

1. AVR (Automatic Voltage Regulator) is used, which stabilizes the input to certain extent, but input irregularities are not taken care off.

2. INVTR/CHARGER is a single circuit , which works as charger for battery and as inverter while the load is catered by battery.

3. Load switching takes place using a TRF relay, which is slow and there will be breakage in continuity of the supply.

c) ONLINE UPS :-

BYPASS

AVR

BATTERY

TRF RELAY

INVTR/

CHARGER

MAINS INPUT

OUTPUT

On Line UPS Characteristics:-

Input will not be fed directly. Input power is rectified and reconverted to AC, during which all input irregularities are filtered and

removed. No switching action during power i/p change over. Zero switching time between ups output and bypass.

POWER SUPPLY CHAIN IN AFC SYSTEM :-

RECTFIERSTATICSWITCH

INVERTR

BATTERY

BANK

The input to the AFC UPS system comes from two sources namely MDB(Main Distribution

Board) and EPP (Essential Power Panel) located in the E&M Power Room. Either of the source can be selected from a Change Over Switch located in the UPS room, which will further feed the UPS. The output from MDB does not have any back up and directly feeds the input coming from the feeder source, and MDB feeds the non-essential loads. Where as, the output of EPP will have the back up of DG set, which will automatically get switched on upon the failure of input from feeder source.

So, for AFC system we have two input sources, and we will always keep the input selector switch in EPP(DG+MAINS) position.

66 KV 33 KV

415 v, 3

To non essential loads To essential loads

To AFC UPS System

5. INTRODUCTION TO SUPER 400 S :-

DTL(Delhi Transco Ltd.)RSS (Receiving Sub Station)

ASS (Auxiliary Sub Station)

MDB

EPPDG Set

CHANGEOVER SWITCH

a. Parallel Redundant UPS.b. Wide Input Voltage Variation of +25 %, -30 %.c. Wide frequency variation of +/- 10 %.

FEATURES OF S 400 :-

1. Temperature compensated battery charging to enhance the battery life.2. Black start/ Cold start facility at full load as standard.3. Common Battery.4. Adjustable synchronization band from +/- 1 Hz to +/- 3 Hz in the steps of 1

Hz.5. Input, Out Put, Bypass and D.C. Parameters measured on the LCD.6. Http/SNMP compatible. SNMP is used in AFC system to supervise the UPS

system remotely.7. 200 Events can be stored in the memory.8. Microprocessor based control system for UPS.9. All the vital information about the UPS will be displayed on the front MMI.

6. LAY OUT OF UPS SYSTEM:-

INPUT SUPPLY, 415 V, 3 , 3 WIRES INPUT TO UPS SYSTEMS 415 V, 3 , 4 WIRES

OUT PUT 230 V AC , 1

SERVO CONTROLL-ED

VOLTAGE STABILIZER

UPS-1UPS-2

ISOLATION TRANSFORMER

BAT SHARI

NG

KIT

BATTERY BANK

OUT PUT PANEL

ROUTER

UPS ELECTRICAL

SCR EFO 1 EFO 2 TOM OFF 1

TOM OFF 2

TICKET OFFICE MACHINE (TOM)

The TOM provides the AFC system with all services involved by the transport ticket delivery to the users. This is of sale terminal is a semi automatic machine manually operated by dedicated employees of the DMRC .the machine is a standard personal computer connected to different peripherals.

The main services of TOM are:

Ticket Sale Ticket Reloading Ticket Cancel Replacement of damaged card

PREPARATION AND HARDWARE SETTINGS

The hardware requirements for TOM :

• A computer with an Intel Pentium-4 2.8 gigahertz processor

• 915 Intel Pentium Motherboard

• 256 megabytes (MB) RAM

• 40 gigabytes (GB) hard disk

• A CDROM drive

• Onboard LAN 10/100/1000

• PCI Multi I/O Adaptor

• Keyboard and Mouse

Before the installation of the TOM software and connection it ot the Metro intranet we first intall a disk image software called as GHOST.

Ghost is a Norton utility and it is used to capture a reference computer image, We are using that image for installation of TOM. Since we are using CPU of same hardware configuration in customer care and Booking office. It is easier and faster to use Ghost image as compared to formatting, installing windows and applications, do further settings in individual system

CSC R/W MODULE

GATE

The gate equipment controls the access to Railway lines. It is made of stainless steel housing which is styled with flowing curves that guides the passenger into the aisle , presenting the passenger with the modern smart card and token validation target while a hi-tech color graphic display provides passenger information. The gate equipment is computer based automatic machine that consist of a stainless steel cabinet managing central retractable barrier leaf also called flap.

The gate is operated by:

The passenger The operation staff The maintenance staff

The gate allows checking the entrance into the paid area.

The gate is linked to the station network in order to dialog with station computer

TYPES OF GATE

1. Entry only Gate 2. Exit only gate3. Bi-directional gate: for entry and exit both4. Bi-directional hybrid: the gate is for the

handicapped people, can is used entry and exit both.5. Incident mode: The mode can be selected whenever some

incident occurs. There will not be any fine charged for staying more than 120 minutes in the station.

6. Emergency mode: This is the top priority mode .In case of emergency this mode is selected and gates get open and no ticket is checked.

BASIC MODULES

UCM

PCM

FLAP ASSEMBLY

SMA/SMV

UPS

SMPS

DISPATCHER CARDS

SENSORS

UCM Manages Gate overall operation

Contains the Gate Operating Software

UCM is responsible for:-

Initialization of Gate

Mode Management

Validation of media at SMV/SMA

Authorization of passage after validating media

UCM communicates with SC

UCM operates at 233 M Hz clock frequency

DOM is of 64 MB

DRAM- 32 MB extendible to 128 MB

NVRAM- 512 KB

PCM

PCM is responsible for passage management with authorization from UCM

It monitors the passenger movement through 16 pairs of sensors

Controls the movement of flaps

Controls GED

FLAP ASSEMBLY Flap assembly consists of MIB, Motor, Solenoid, Limit Switch, IPS,

Stopper Bolt

MIB interfaces all the external connectors to flap assembly

Motor is of DC type operating at 48 V DC

Solenoid moves the flap

Limit switch indicates the latching of flap arm to solenoid

IPS (Induction Proximity Switch) limits the movement of flap logically

Stopper Bolt limits the movement of flap mechanically

SMA/SMV

SMA/SMV are the media validating interfaces of the gate with passengers

SMV is placed at entry side and validates both CSC/CST

SMA is placed at exit side validating CSC/CST and capturing the CST

UPS UPS ensures the input power to gate modules is in the specified

parameters

It allows the GATE to shutdown properly when input power goes off

It communicates with the UCM and indicates the availability of the power to gate

SMPS It generates the DC power required by gate modules

It uses switch mode technique for DC generation

It converts the 230 v AC output of Gate UPS into 24 V DC

It feeds the 24 V DC to UCM and Dispatcher cards which further feeds SMA/SMV

SENSORS

There are sixteen pairs of optical sensors located on each gate

These sensors will track the passenger movement through the isle

16 sensors are divided into 4 zones

Sensors defining the zone will change depending on the the direction of passage

DATA FLOW Presentation of media to SMA/SMV

CSC reader reads it

Authorization by UCM

PID informs passenger

Validation or error tone from LS

If valid UCM gives command to PLC

PLC operates the flap mechanism

Tracks the passenger movement with 16 pairs of sensors

PLC closes the flaps immediately after passenger clears safety zone

PLC sends passage completion to UCM

UCM records the transaction and upload it to SC

GATE TYPES

ENTRY

EXIT

REVERSIBLE

HYBRID/WIDE

MODES

GATE MODES Entry mode

Exit mode

Bi-directional mode

Out of service

Station close

Aisle normally close

Aisle normally open

FARE MODES Normal

Entry/Exit override

Time mode override

Incident mode

Emergency mode

TICKET READERThe ticket reader is free standing self-service equipment installed in the station concourse. The TR is used for a rapid and user-friendly display, in English and in Hindi for information stored in CSC and CST. It enables to check the validation of the ticket

.

PTD Portable ticket decoder

It is a device to check the contact less media compliance to business rules used

It is a portable magnetic contact less card reader for inspector in order to check the validity of CSC/CST

CONTACTLESS SMART TOKEN (CST)

The token used in DMRC are used for single journey.

Once we buy a token and enter in station then that token will be valid unto 120 minutes.

CONTACTLESS SMART CARD (CSC)

These are the extension of a smart token. Individuals who use thwe Delhi Metro frequently use them. There the card has a value already credited to it. It has the memory size of 576 bytes. It stores data upto seven years. It’s life time is long. It is made up of plastic material that can be easily recycled and has least environmental impact. It is proxy. 5gm in weight. The CST and CSC can be communicated at a distance of 100 mm .

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