Bangalore Metro signalling system (Alstom)

September 13, 2017 | Author: shrijit_ece | Category: Switch, Computer Monitor, Relay, Rail Infrastructure, Transportation Engineering
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Training Report on Train Control & Signaling system of Bangalore Metro Rail Project Prepared by SHRIJIT DAS Assis...


Training Report on Train Control & Signaling system of Bangalore Metro Rail Project

Prepared by SHRIJIT DAS Assistant Engineer (S&T) Egis India Consulting Engineers Pvt. Ltd Kolkata East-West Metro Project [email protected] 9432225675




Automatic Train Control


Automatic Train Operation


Automatic Train Protection


Automatic Train Supervision


Bangalore Metro Rail Corporation Ltd.


Beacon Sensor


Continues ATC


Computer Based Interlocking


Carte Lecture Balise (Train borne Beacon System Card )


Carte COncentrateur (concentrator board)




Continuous Transmission


Control Cum Indication Panel


Depot ATS


Down Link


Down Link antenna


Down Link Module


Down Link Receptor


Depot Control Center


Default Link with external System


Driver Machine Interface


Driver Motor Car –Trailer Car-Driver Motor Car

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Front End Processor


High-Level Data Link Control


Local ATS


System Diagnostics and Maintenance


Signal Equipment Room


Systeme d’Aide à la Conduite à l’Exploitation et à la Maintenance


Safety Integrity Level


Telecom Equipment Room


Video Display Unit

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Table of Contents


Objective ......................................................................................................................................... 5


Introduction to Bangalore Metro Rail Project ................................................................................ 5


Day by Day Activities ....................................................................................................................... 6


Site Activities ................................................................................................................................... 9



Signal Equipment Room (SER)................................................................................................. 9


Track side ATC Equipment .................................................................................................... 14


CBI Cubicle ............................................................................................................................ 19


Local Automatic Train Supervision (LATS)............................................................................. 19


Relay Racks............................................................................................................................ 21


Point Machine ....................................................................................................................... 21


Train borne ATC Equipment .................................................................................................. 22


Cab Signaling ......................................................................................................................... 23

Conclusion ..................................................................................................................................... 25

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Objective The basic objective of this training program was to get an overview of Train Control and Signaling system of Bangalore Metro Rail Project. During my 15 days of training schedule, I tried to learn on the subject with close observations of mainly, Baiyappanahalli station as well as the Depot at Baiyappanahalli area. Baiyappanahalli was the best place to learn because it is one of the main interlocking stations and Depot is just adjacent to it. I tried to gather the information on basic system from different places in the project and from the different personnel, which have been combined as below:


Introduction to Bangalore Metro Rail Project Bangalore Metro consisting of two corridors of double line. It will cover a total of 42.30 km. The East-West corridor will be 18.10 km. long, starting from Baiyappanahalli and terminating at Mysore Road terminal. This corridor will go via Swami Vivekananda Road, Indiranagar, Halasuru, Trinity, Mahatma Gandhi Road, Cricket Stadium, Vidhana Soudha, Central College, Majestic, City Railway Station, Magadi Road, Hosahalli, Vijayanagar and Deepanjali Nagar. The 24.20 km. North-South corridor will begin at Nagadandra and terminate at Puttenahalli,this corridor will go via Mahalakshmi, Rajajinagar, Kuvempu Road, Malleswaram, Swastik, Majestic, Chikpete, City Market, K.R. Road, Lalbagh, South End Circle,Jayanagar and Puttenahalli. Out of the 42.30 km., 8.822 km. will be underground near City Railway Station, Vidhana Soudha, Majestic and City Market due to security reason and the rest will be elevated. GAUGE is Standard Gauge, for traction BMRCL is using 750 volt DC third rail and this contract is awarded to ABB, for Signaling CATC is in use and the contract is awarded to ALSTOM. The East-West corridor is divided into several sections the section which is Reach 1 will be in revenue service in mid of 2011.This Reach 1 starts from Baiyappanahalli and terminates at M.G Road station.

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Day by Day Activities 8th March 2011 1

Site visit to SER of Baiyappanahalli station and witness a small part of interlocking testing called blocking of points through LATS.


The ATS Engineer (ALSTOM) discussed with us on the difference between VDU & LATS. . (Discussed in section 4.4)


Site Visit to Rolling stock Depot and observed some Dry Test in which all the connectors (INT1, INT2 etc) from train-borne ATC were checked according to the test sheet. We also had an overall idea of train-borne equipments.(Discussed in section 4.7 and 4.8). We also observed the cab and the system inside it.


In the second half, we went to track side for viewing point machine go/no-go test.

9th March 2011:1

Site Visit to SER of Baiyappanahalli station and had some idea about the communication between different equipments. We also had a discussion on the physical communication medium and communication protocol on the SER equipment with the Project Personnel.


We observed some interlocking test through the LATS. The inputs for the test were given from a simulator not direct from trackside. These were done according to the test sheet principle.


In the second half we went to the site office to attend a class regarding ATC system in BMRCL.

10th March 2011:1

Site Visit to SER at Baiyappanahalli and saw track side ATC and ATS cubicle in details. We checked the configurations of the both equipments.


We visited to the trackside and witness the go/no-go test of the point machine in depot.


In the second half we visited to the Depot control center and saw all the equipments. We also discussed about LATS communication protocols like HDLC & Giga Ethernet. We also witnessed some testing of the CBI from the test track.

11th March 2011:1

In the morning we arrived at the Depot and went to the Depot control center. I participated in the shunt signal aspect testing. Commands were given from the DATS in DCC and I along with a person from GC checked the proper aspect display of the shunt and voltage at the field.


In the afternoon we discussed about the functionality and architecture of the Adaptation module in the DCC.

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14th March 2011:1

In the morning we went to SER room and learned about the SDTC cubicle and all the beacons placed in the trackside, from an ALSTOM Engineer. We also discussed about the messages which goes through the Track Circuit and down link reception of the train.


Later on he discussed with us about the serial adaptation units of I/O subsystem of the Track side ATC equipment.


In the second half we learnt the overview of the connections from one interlocking station to another interlocking station.


While returning we visited the trackside for more understanding of beacons.

15th March 2011:1

Site visit to the test track in the depot and visited the car No. 2 on the test track. We witnessed the dry test again and participated in the test of one INT (40 pin) connector.


We entered in the front cab. We saw displays like DMI and Train management system. A person from GC told us about all the equipments.


We learnt about modes of the train running like ATO, Supervisory Manual Mode, Restricted Manual Mode, Yard Manual, Wash / Coupling, Reverse and Off. We also learned about the powering and coasting of the motor and service brake, full emergency brake of the train.

16th March 2011:1

On yesterday evening we went for Track Data collection in the train. The train moved all over the line from Baiyappanahalli to MG road station. During this we witnessed collection of track data for both the cab via a laptop.


We witness for the first time train movement on main line. We were in the cab along with GC & ALSTOM. A person from Rotem was driving the car. The train was filled with all the bags of sand and drums of water to put load on the train.


The track data collection end up around 2.30 in the morning.

17th March 2011:1

In the first half we were in the site office and were studying the scheme plan of the Reach 1 which is Baiypanhalli to MG road.


In the second half of the day we went to check the point machines and some signals in the main line. (Discussed in section 4.6 )


In the evening we went to the track data collection. The whole team followed the same process which they followed in the 15th night.

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18th March 2011:1

We went to SER and SCR in the morning and had some discussion on the operation of the trains.


A person from the GC shares with us some basic idea of telecom like what are the subsystems and how the fiber optic will be laid and all.

19th March 2011:1

In the morning we went to the Depot to meet CE (signal &Telecom) of BMRCL to say thanks for this opportunity and cooperation.


After meeting the CE we went to a non interlocking station (Trinity). We saw their TER SER & UPS room. We also visited the platform and concourse area of the station.

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Site Activities


Signal Equipment Room (SER) In the Reach 1, there are three interlocking stations. Each interlocking station has a SER. Signal Equipment Room consists of seven types of Panels & two work stations. Those are: Panels: 1. 2. 3. 4. 5. 6. 7.

CBI (ASCV) panel LATS panel Adaptation panel Track side ATC panel Track circuit (SDTC) panel Power supply panel Relay panel.

Work Stations: 1. LATS and VDU Work station 2. SDM (System Diagnostic & Maintenance ) Work station

Baiyappanahalli is one of the three interlocking stations. The SER room in the Baiyappanahalli station is around 40 square meters. There are signaling equipments as mentioned above and those are placed on raise access floor. All the wires and connections are done under the false floor. The wires for E&M requirements are done only through the builders work hole. The SER is provided with one double door. The room consists of two workstations. One equipped with SDM (System Diagnostics & Maintenance) & another with LATS software. The work station for LATS can be use as a VDU also. In revenue service there will be two separate workstations for LATS & VDU. The basic difference of VDU & LATS is, the server for VDU stays separate within the VDU computer but server for the LATS stays in LATS cubicle. From the operational point of view both the servers above, communicates with FEP (Front End Processor) which is located in LATS cubicle.VDU & LATS works in almost similar fashion. VDU is just advancement of CCIP. LATS is capable to do more activities regarding operational point of view. In Baiyappanahalli (Sector 16) (According to the Scheme Plan Reach 1 is divided in interlocking sectors) there are 31 number of routs. LATS is mainly capable of doing the following; but not limited to: 1. Route Setting 1a. Setting fleet route (Permission needed from adjacent interlocking station) 1b. Trap point setting 1c. Point setting 1e. Cycle setting (For turn back of rolling stock) 1f. Overlap monitoring


1g. Signal aspect monitoring 1h. Cancellation of route

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2. Traffic direction setting 3. Route authorization. 4. Train Describer (Train Tracking, Train Identification, Train Monitoring and Control) 5. ESP indication display 6. Train hold, Skip Station 7. Emergency Alarm 8. Change of Ends Management 9. Temporary Speed Restriction Management 10. Blocking/Unblocking of a Route, Point, Signal 11. Setting/Releasing a Maintenance Block ATS Operation: The CATS communicates with FEP of LATS and DATS for information acquisition and to control the trackside signaling equipment. In normal operation, the CATS controls and monitors the traffic of the main line and monitors Depot. In degraded mode (e.g. CATS failure), traffic supervision and control can be performed locally from:  

LATS monitor and control their own area covered by the ATC / IXL sub-systems. The DATS monitor and control the area covered by the IXL system located in this depot.

In case of Local ATS failure, a Local IXL VDU is used to locally control IXL equipment through the corresponding interlocking sub-system area. In SER there is a Track side ATC cubicle. ATC follows the two out of three (2oo3) processes. ATC has redundant I/O ports. It has three parts i) ii) iii)

I/O subsystem computing subsystem Power distribution

In computing subsystem it has a data card which contains all the data corresponding to that interlocking station. An identification port also remains connected to the computing subsystem for identification (Details are given page number 14). Apart from the SER Equipments ATC also communicates with other track side ATC located in the adjacent interlocking stations through LDOM (Long distance optical modem) protocol. ASCV is ALSTOM’s product for CBI. The ASCV interlocking system is designed with fail-safe principles to implement the interlocking functions. The ASCV system includes the ability to call Routes and Points and other interlocking controls via the ATS command. The ASCV consists of three panels. The cards in the ASCV are in redundancy and provide Hot Stand-by. The main interlocking logics are embedded in ASCV. This ASCV is programmed using EPROMS

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loaded with application data according to the control table logic. ASCV in one interlocking station communicates to other ASCV in adjacent ASCV. (Details are given page number 19)

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ATC Adaption


LATS Workstation


WorkSta Workstati VDU on

TWC Rack SDTC Part

Relay Panel

TWC Rack Down Link

Power Distributi on

Figure 1: SER (Interlocking Station) Two ways Communication – One way Communication Communication with another interlocking Station Power

* ATC Communication between two interlocking stations takes place through LDOM which stays in Adaption panel.

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One number of LATS cubicle stays in the SER. There are four numbers & two types of servers in the LATS cubicle. The first type is FEP (Front end processor) and the second type is for the LATS workstation. The FEP communicates with LATS server and VDU Server. ATS server has redundancy. If the FEP goes down; then the local ATS & VDU both will be down. There are also switching units and switches in the LATS cubicle. LATS uses HDLC (High-Level Data Link Control) protocol for inter communication, to communicate from one LATS to another station’s LATS .Giga byte Ethernet is used in external communication but for the internal communication HDLC is used. LATS connected with the ATC through RS 232 serial communication (Nine pin connectors). (Details are given page number19) SDTC cubicle is mainly for track circuit cubicle but Smart way digital track circuit (SDTC) cubicle has TWC, (Track way communication) both for SDTC & down link reception within its cubicle in the SER. The data which comes from on board antenna of the train through DLR (Down Link Receptor which is placed on the track) comes into the TWC down link reception part. The data which goes from the track to train’s pick up coil that goes from TWC (SDTC part) to the track circuits (S bond) in the track. Field Input (voltage) for SDTC equipment comes direct from the field. SDTC helps to detect the track occupancy and also transmit the data from track to train. The data which transmitted to train is called SACEM in the ALSTOM system. The power distribution panel in the SER supplies power within the SER. As per the Design in BMRC all signal equipments except the track circuit should be relay proven. All the inputs except track circuit comes to the relay input. The ASCV (CBI) gets the input of field from the relay contacts. Adaptation panel is the basically a communication hub. Figure 1 shows all the connection among the SER equipment.

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Track side ATC Equipment Track side ATC equipment communicates with the train born ATC for the safe running of the train. ATC cubicle is called 2 out of 3 cubicle (2oo3). It is SIL 4 system. The communication is two way. The Transmission between Track side and Train can be classified as


Track to Train Transmission

Spot Transmission (Through beacons. E.g. RB,STIB and MTIB)

Train to Track Transmission (Through DLR)

Continuous Transmission (Through SDTC)

Figure 2: ATC Transmission

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The ATC cubicle has three different part i) I/O Subsystem ii) Computing Channels iii) Power distributions. There are two group of I/O subsystem, Group A & Group B. One group is redundant of the other. In each Group there are several Serial adaption units (SAU) these are electronic card. This SAU communicates with different Units of the total system. The different units are ASCV of that particular interlocking station, ASCV of other interlocking station (It goes through the LDOM), SDTC cubicle, and TWC rack. As the system is 2oo3, track side ATC has three computing channels. Each computing unit has their different computing algorithm. The concept of 2oo3 is that two inputs should match to prove one output. All the three computing channels have a removable flash disk. These disks are programmed with all the information for that particular interlocking station where the ATC equipment is placed. Suppose one flash disk is plugged out from one trackside ATC and Plugged into the another trackside ATC then that ATC will start to work like the first one provided all other parameters are set. Each computing channel has one previously programmed identification module. If we change or inter change those modules then the computing channels corresponding to that module will stop working. Apart from above there is redundant power supply unit and switches corresponding to each channels and each I/O group.

I/O Subsystem

Computing Channel A







I/O Group B I/OA EAU#1




I/O Group A

Computing Computing Channel B Channel C



Switches / Fuses






Fig. 3 Track side ATC Equipment

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The SAU in the I/O subsystem communicates with the other equipments and feed the data to the computing channels. Each computing channels computes the data according to their own algorithm and gives the output. If Two out of three computing channels give the same output then only the work will be executed. This processed output goes to the train through track way communication racks in the SDTC cubicle. Two type of transmission is there-one is continuous and another is spot transmission. Digital track circuits are used for continuous transmission. The processed output from the ATC cubicle goes to TWC rack (SDTC part) through Adaptation Module (RS 422 communication). TWC rack (SDTC part) sends the data to the SDTC rack from there the data which is called SACEM data transmitted to the loop in the field. The transmitter in the field transmits the SACEM data & the pick-up coil placed under the train collect the data. The SACEM data collected by pick-up coil transmit to train born ATC. STIB, MTIB & RB are use for spot transmit data. The spot transmission enables the ATC to initialization at stand still position (STIB) and at moving position (MTIB). Initialization mainly locates the train on the line, check the calibration of the wheel to omit wheel sleep count in the odometer, locating the train while the train crosses a sector or the track circuit. The RB is used to re-localize the train so that the odometer error can be reset. Broadly the Beacons can be divided into two parts Beacon

Marker Beacon

Stationary Beacon

Moving Train Initialization Beacon

Stationary Train initialization Beacon


Precise Stop Beacon for docking

Beacon Precise Stop Beacon announcement

Two Marker Beacons placed 21 meters apart will be act as a MTIB. In normal traffic direction Marker 1 will be crossed first and then Marker 2 will be crossed by the train. When the train crosses two consecutive beacon it gets localized and the wheel gets calibrated for the odometer. PSBa are used in station area. Its helps the train to relocates precisely at the station area and for announcement. RB is placed away from the station area. These are use to re-localize the train. Marker Beacon is powered by antenna 27 MHz tele-powering signal from antenna under the train. When the train passes over the beacons the antenna power the beacons.

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Rolling Stock Antenna

Marker 2 (MTIB)

Marker 1 (MTIB)

Stationary STIB

Marker RB

Power supply

Fig.4 Track to Train Transmission Stationary beacons are capable of transmitting data to the train when the train stop over the beacon and the antenna under the train energize the beacon by 27 MHz tele –power signal. The Stationary Beacons (STIB & PSBa) needs power supply separately. STIBs are placed on the junction of ATP zone and non ATP zone. The train gets initialized when it enter to ATP zone .Train get a train Id, target distance etc from the STIB. As the Depot is non ATP zone a STIB will be always placed in the junction of Depot and main line. PSBa is used for proper docking of the train in the platform. When the ATO start the stopping sequence for the PSBa it has to detect that the train has stopped within +/-30cm of the stopping position. Train to track transmission is done by Down link receptor beacon. These DLR beacons can combine with other beacon functionalities like STIB_DL. STIB part will be responsible in STIB _DL beacon for uplink transmission. Physically the DLR has three different parts: i) ii) iii)

Track side electronic box DLR beacon or sensor Cable connecting the electronic box and the beacon.

It is placed between the two rails so the antenna under the train can transmit the message to the DLR beacon. After receiving the message from the train the beacon transmit the message through HDLC (High –Level Data Link Control) protocol to the wayside SDTC cubicle DLR part. In the DLR part of the SDTC there are DLM. One DLM can receive messages from a maximum 24 DLR placed on the track.DLR and DLM connections are not redundant but the DLM has redundancy .DLM has two channels, Channel A & channel B. These channels are responsible for transmitting message to the track side ATC cubicle. Channel A & Channel B are redundant to each other. One channel at a time transmit message to the ATC equipment. If both are in working condition ATC will decide who from whom it will take the data and if one is not working then from the other ATC will get data. The links from the TWC rack DLR part to wayside ATC is redundant. DLM consist of different electronic cards. DLR message gives the information about the current status of the train running to the track side ATC system.

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Rolling Stock Antenna DLR Beacon (Sensor)

Trackside Signal Equipment Room

Channel A

Enlarge view of SDTC (DLR part)

Channel B


C C O 1 A


C C O 2 A

C C O 3 A

C C O 4 A

Redundant DLM









Fig5. Train to track transmission

Page 18 of 25


CBI Cubicle ASCV is ALSTOM’s product for CBI. The ASCV interlocking system is designed with fail-safe principles to implement the interlocking functions. The ASCV system includes the ability to call Routes and Points and other interlocking controls via the ATS command. Each SER (main Interlocking stations) has one ASCV. One ASCV can communicate with maximum three ASCVs. If it is not a terminal station ASCV communicates with two ASCV of the adjacent interlocking station. The total scheme plan in Bangalore is divided into several sections named as section 1, section 2 etc and each section having a separate ASCV for it. While route is set from the ATS the ASCV communicates with other ASCV to get a status of cross boundary trackside required for requested route. Depending upon the site condition and logic presented in the control table, the ASCV gives the output. The ASCV remain connected with trackside ATC equipment. The physical connection between ASCV and ATC trackside goes through an adaptation module.ATC has electrical communication for adaptation module from there with the help of a converter it produce an optical communication which goes to ASCV cubicle. ACSV to ATC messages contains: track circuit information (occupied or free), signal status like overlap, permissive or restrictive, it also sends emergency trip system information and DOT (Direction of travel). As it has to take information with regards to track occupancy it also communicates with the SDTC rack in the SDTC cubicle. ASCV is SIL4 equipment. ASCV works on MasterSlave configuration. In one interlocking station there are three ASCV cubicles. The first one mainly contains the communication part, it has one communication card to communicate with the second and third cubicle and another card is responsible for communication to adjacent interlocking station’s CBI (ASCV). It has an electrical to optical converter which converts the electrical inputs from ATC into the optical data. The second and third cubicle contains electronic cards in which programs are embedded according to the control table logic. Optical Communication (LDOM)

Adjacent ASCV

ATC (2oo3)

Electrical Communication

Adaptation Module

Adjacent ASCV




Optical Communication

Fig6. ASCV communication


Local Automatic Train Supervision (LATS) Automatic Train supervision supervises the whole train running and gives probable solution to train running related issues. The central supervision can be done from the OCC through CATS. Apart from the OCC every main interlocking station has an ATS called local ATS (LATS). LATS consist of one LATS work station, one system diagnostic & maintenance workstation, one Visual display unit and one LATS cubicle. The LATS cubicle communicates with the CATS at the OCC through fiber optic and it uses Gigabyte Ethernet protocol. As said

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before the control of LATS can be transfer among LATS, CATS and VDU. The LATS workstation represents the graphical presentation of a particular section of track layout for which it is responsible. We can perform the above said (See page 9 &10) points by giving inputs through mouse of that workstation. The same workstation can be used as a VDU. It is a matter of switching of the software. The LATS workstation is capable of controlling a section of the total line the server of the LATS workstations is placed in the LATS cubicle. These workstations will be placed in SER, SCR and maintenance room but the control will be only in SCR. The VDU has the same functionality almost like LATS but has less amounts of functions. VDU come to use when the LATS is not working. VDU is an advancement of CCIP in Indian railways. The CATS communicates with FEP of LATS and DATS for information acquisition and to control the trackside signaling equipment. In normal operation, the CATS controls and monitors the traffic of the main line and monitors Depot. In degraded mode (e.g. CATS failure), traffic supervision and control can be performed locally from:  

LATS monitor and control their own area covered by the ATC / IXL sub-systems. The DATS monitor and control the area covered by the IXL system located in this depot.

In case of Local ATS failure, a Local IXL VDU is used to locally control IXL equipment through the corresponding interlocking sub-system area. Broadly the LATS has servers, switching unit, switch, transmission medium converter and power distribution zone. There are redundant server A and server B.

Medium Converter Server A Server B FEP – A FEP – B Switching unit Switch – 1 Switch – 2

Fig.7 LATS racks

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FEP is front end processor. This front end processor is also redundant.FEP is the main server. If two out of two servers goes down then the system will be down. For internal communication LATS use HDLC protocol. The server A & server B is used by the LATS workstations. These servers communicate with the FEP A & FEP B. The switching unit remains connected to the two switches from the two switches it communicates with other equipment like LATS workstations in SER, SCR & Maintenance room. A Route can be set from LATS but scheduled time table for trains can’t be given from the LATS. To run trains under scheduled time table first of all the schedule should be prepared. To prepare the schedule there is a separate software tool. Once the schedule is prepared it needs to be place in the central ATS. Once the schedule is installed trains will run accordingly. The train will come to the junction of the main line & Depot will get an ID and the destination form the STIB and will run accordingly. Running trains by schedule is just a provision; we can run trains without the scheduled time table. ATS is SIL2 equipment.


Relay Racks In BMRCL, all signal elements like main line signals, depot signals, point machines, shunt signals other then Track Circuits need to be proved by relays. The contacts of the relays then come to the ASC via a relay panel. The inputs from the field first come to the relay panel.


Point Machine In BMRCL project two types of point machines will be used, one is ALSTOM point machine in the main line MJ81 and RDSO point machine in depot. There are two types of turnouts in BMRCL one is 1/7 and other one is 1/9. Turnout 1/7 will be found in both ballast less and ballasted line but turnout 1/9 can be found in ballast less track. The Depot will be ballasted except the repair belt and inspection belt. The main will be totally ballast less. In 1/9 turnouts there will be a second drive rod which will help the hill of the switchblade in relation to the stock rail to be in the proper positions after switching.

Point Machine Drive Bar VCC clamp lock detector Stretcher Bar 1 VCC connecting Rod

Stretcher Bar 2

VCC clamp lock detector

Fig.8 Point Machine architecture

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The MJ81 point machine is equipped with VCC clamp lock detector. The point machine has electrical detection and mechanical locking. There are four contacts; two contacts are for detection of one position and another two contacts are for another position and there is one locking rod. So for detection of one particular position one close contact and one open contact is needed. The point machine motor runs at 380 Volt ac. The motor creates a rotational motion, connecting to the driving rod which makes it longitude motions and drives the switch blades. There are junction boxes through which all the connections come to the field. Go No Go test: The test is conducted to check the detection of the switch blades at two particular positions, checking the four contacts of VCC clamp lock and detection and checking the voltages of individual phase of the motor. They use two rectangular shaped flat piece of iron. First they place one piece between switch blade and stock rail while switching and they verify if the detection is coming or not. This exercise they do it for both the blades. Then they place two piece of flat iron together so that the width become 5 mm between switch blade and stock rail while switching and verify the detection in the relay. When it is 2 mm iron bar is placed the detection should made but when the 5 mm is placed no detection should made. The train can manage running on the points if it is 2 mm gape so the objective of this test is to ensure that the detection should occur at 2 mm or less gaps. While moving the switch blade, with the help of a multi meter the individual phase of motor voltage is measured. +/- 10 % tolerance can be accepted for voltages. The voltages are measured from the junction box. To ensure the contacts in the VCC is properly working a small piece of insulator is placed between contact points and detection (Electrical) is checked from the relay panel.


Train borne ATC Equipment The train borne ATC equipment placed in the train cab. Each cab contains one ATC equipment. These ATC equipments are redundant. Whichever cab will be active the ATC equipment in that cab will be in charge. If the ATC stop working then only the other cab’s ATC will be active this is called end to end CAB redundancy. In the equipment there is a selector switch, three modes are there i) ii) iii)

Local ATC Distant ATC Auto.

Selector switch is use to select mode manually. Usually auto mode is selected while running of the train. Every data which come from ether train born antenna or the pickup coils, come to ATC. ATC communicates with other train borne system. All connections are made with 40 pin connectors called INT connector. The systems are 1 2 3 4 5

Train borne antenna & coil. Train borne PID & PAS Braking module Train management system Train borne radio

ATC continuously communicates with the antenna and the coil so that it can interface with the interlocking properly. Messages are analyzed and actions are taken care accordingly in the train. ATC send information to the track side ATC equipments through DLR. Train borne PIDS &

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PAS are used by the ATC to announce in the train according the need. Train gets the targets from STIB, according the targets train has to break ATC gives the command. Emergency brake management and temporary speed management is also done by the train borne ATC equipment. TIMS (Train Information Management system) is train management equipment all information regarding the train either stationary or moving is recorded in TIMS. Each cab contains one TIMS equipment called central TIMS and one local TIMS equipment stays in the trailer car. ATC equipment contain different electronics card. There are separate cards for ATO & ATP. ATO can’t be operated without ATP. There are several kind of test performed before the train comes in to revenue service. Dry test, dynamic test, track data collection test etc. Dry test of ATC is a test in which all five connectors are tested according to the test sheet. In the dynamic test each of the cards are tested by giving external input from laptop and measured whether the outputs are coming okay or not. On the track there are several beacons and S-bonds (track circuits). Track Data Collection Test is done to ensure that track to train communication is proper. In this test the train goes all over the line and while going it gets data from track side beacons and track circuit which are recorded and viewed from a laptop. A person who is testing has the layout sheet which tells in which position what frequency should come. As per the sheet he checks the inputs in the laptop and if some modification is required he recommends it to the design team.


Cab Signaling The composition of the train is DMC-TC-DMC. There are two driving cabs. One key is provided for both the cabs. To start the train the key should be placed in the key hole otherwise the train will not start. In the cab there are several displays, Driver Machine Interface, Train Management System, and Onboard CCTV. There is mode selector by which on which mode the train should run can be selected. The modes are 1 2 3 4 5 6 7

ATO Supervisory Manual mode Restricted Manual Mode Yard Manual Wash / Coupling Reverse Off

The motoring handle which drives the motor has different positions to of operation. These are 1 2 3 4 5

Powering Coasting Service Brake Full service Brake Emergency Brake

Apart from the above, each cab has a train borne radio called TETRA radio system. There are separate call groups which can be contacted from that. Each cab contains a DMI which display current speed as well as the target speed when the train is localized while running in

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ATO/Supervisory Manual Mode. The odometer remains connected with the Trailer car, it is never connected to the Driver Motor Car. There are different kind of selector switches and MCB which are used in different purpose among them one selector switch is for by-passing of the ATC but the number of times the ATC will be by-passed (cut-off mode) that will be recorded in a counter provided in ATC (Train borne) equipment. Cab signaling is running the train from the cab with the help of ATC and DMI. To run the train, the key should be placed first and then select the desired mode and then move the motoring handle to accelerate. In ATO mode the train will be run on ATO, in the supervisory manual mode the driver have to run the train according to the target speed displayed. In both case the emergency brake will be taken care by the ATP. In Restricted Manual mode or ROS mode the driver have to run the train according to the signal on the track side and with a restrictive speed. After completing the mode selection the handle has to be pushed forward within the powering range to run the motor. For coasting the handle has to be placed in costing and according to the need of braking the handle has to be placed in the range of service brake. At the bottom there is Emergency brake. The handle has spring loaded design, so if the driver fell unconscious the handle will automatically come down to the emergency brake and emergency brake will be applied.

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Conclusion Finally, I summarized that such kind of training programs are usefully for beginners to make their career bright in this global industry. By such kind of training I got a lot of practical exposure which is very important. This training helped me to grow professionally and I strongly believe it will further help in the growth of the company.

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