Dmrc Project (Mech)

7/28/2019 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



Maximum Swing of couplerHorizontal approx 45

Vertical approx. 6

3. Semi Permanent Coupler



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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Dmrc Project (Mech)