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1. INTRODUCTION------------------------------------------------------------------------------ 12. HIGH TENSION EQUIPMENTS -------------------------------------------------------------113. AUXILIARY SUPPLY----------------------------------------------------------------------------174. PROPULSION-----------------------------------------------------------------------------------185. BOGIE AND SUSPENSION--------------------------------------------------------------------206. PASSENGER INFORMATION SYSTEM------------------------------------------------------267. HVAC----------------------------------------------------------------------------------------------278. BREAKS AND PNEUMATICS-------------------------------------------------------------------379. TCMS----------------------------------------------------------------------------------------------4010. CCTV---------------------------------------------------------------------------------------------4111. DOOR DESCRIPTIONS-------------------------------------------------------------------------45

1. INTRODUCTION

I. VEHICLE CONCEPTThe train consists of three different car types, DT car which is a trailer car with a drivers cab and pantograph (DT), Mcar which is a motor car without pantograph and trailer car (T).A pair of trailer & motor car(DT-M or T-M) is called a unit. These units are coupled by automatic coupler and can be uncoupled very easily. Unit (DT-M) can be moved independently by self-power.

Fig. 1)DT-car

Fig. 2)M-car

Fig. 3)T-car

The cars are put together in sets of two car units, DT-M, T-M and M-DT, forming 4-car, 6-car or 8-car trains for operation. The train consist is kept as a fixed configuration.

The 4-car trains consist of driving trailer car with pantograph (DT) and motor car (M), in the following configuration DT - M = M - DT.

Fig. 4)Train configuration, 4-car train

The 6-car trains consist of driving trailer car with pantograph (DT), motor car (M) and trailer car with pantograph (T), in the following configuration DT - M = T - M = M - DT.

Fig. 5)Train configuration, 6-car train

The 8-car trains consist of driving trailer car with pantograph (DT), motor car (M) and trailer car with pantograph (T), in the following configuration DT - M = T - M = T - M = M - DT.

Fig. 6)Train configuration, 8-car train

II. VEHICLE OVERVIEWa) NomenclatureFig 7 shows the definitions and designations used for RS2.

Fig. 7)Definitions and designations

b) Equipment in underframe

1 Distribution box2 Auxiliary compressor3 Battery box4 Main transformer5 Contactor box6 Brake unit7 Auxiliary converter module8 Battery boxFig. 8)Underframe equipment, DT-car

1 Filter box2 Main compressor unit3 Brake unit4 Distribution box (110 V/400 V)5 Converter box6 Converter box7 Filter boxFig. 9)Underframe equipment, M-car

1 Distribution box2 Auxiliary compressor3 Battery box4 Main transformer5 Contactor box6 Brake unit7 Auxiliary converter module8 Battery boxFig. 10)Underframe equipment, T-car

III. GANGWAYSAll intermediate car ends of the train are connected via gangways to allow for free and safe passenger circulation between cars, even when train is in motion. Passengers may stand within the gangway with a high degree of safety and comfort.The gangway has an open design so that passengers are able to see the length of the train and the design also ensures good heat and noise insulation levels.To protect the interior of the vehicles when stabled as units, temporary gangway end covers are provided. The covers are lockable in position to withstand high wind conditions.

1 Centering/locking pins2 Attached handle for locking mechanism3 Double corrugated bellow4 Screw-on frame5 Bridge plate car side6 Couple frame 7 Floor cover8 Bridge plate coupled frame side9 Sliding ledgeFig. 11)Intermediate gangway half

IV. COUPLERSEach 2-car unit is fitted with automatic coupler halves in the outer ends and two semi-permanent drawbar halves as intermediate within a 2-car unit. The coupler automatically connects 2-car units together mechanically and pneumatically

Fig. 12)Coupler configuration

V. CAB AREAThe drivers cab separates the car from the passenger area with a partition wall also having a double hinged door. A sliding door on each side of the cab is provides access from the outside of the car to the cab.The cab is designed for two persons, the driver to the left and the co-driver to the right. The driver's and co-drivers seats provided in the cab are integrated in the back wall. The equipments of drivers cab are arranged in consideration of the function, frequency of use, case of maintenance, operational importance etc. as follows:

(a)The equipment which is operated by seated driver all the time-Master controller with deadman-device

(b)The equipments which are watched by seated driver all the time-display units (TIMS,DMI)-fault indicators-Gauges

(c)The equipments which are operated by seated driver during driving occasionally-Communication unit (PA/PIS,train radio hand set etc.)-Wiper control S/W-Horn S/W-Door operating S/W-Emergency stop S/W

(d)The equipments which are operated by standing driver when the train is stopped at station or depot-Operational S/W for auxiliary equipment-the other S/W(e) The equipments which are not related with drivers operation directly.-Equipments such as ATC, relay panel, TIMS control unit etc.The equipments at (a)-(c) above are arranged on the drivers console or driving side front wall for drivers easy approach.The equipments at (d) above are arranged on the outside of back walls.The equipments at (d) above are arranged on the inside of back walls or consoles.

1 Adjustable footrest2 Access hatch for card reader (Cab Access system)3 Master control4 Operational panel console5 Back-up brake control6 HMI display (CCTV/PIS)7 Switch controls8 Microphone9 Mobile radio10 ATC display11 HMI display (TCMS)12 Drivers key13 Switch mode14 Access hatch for pneumatics and head lights connections15 Access hatch for pneumatics and cablingFig.13) Drivers cab

Master controller:The function of the master controller is to control the motion of the train. The master controller is operated manually by the Train operator.The driver activates the train by inserting a key into a control lock (CL) on drivers desk. The control lock is located at the same panel as the master controller. The control lock has two positions: On OffIt is only possible to remove the key in Off position.The driver controls the powering and braking by the master controller. It has two distinct positions. Coast Emergency brake

Fig. 14)Master controllerThe master controller having an integrated dead mans device functionality. The function of the dead mans device is twist type.The driver uses the mode selector (MS) to determine the driving mode. The mode selector is located at the same panel as the master controller. The mode selector is of a longitudinal fore and aft movement type. The mode selector has six distinct positions for Line-2 master controller (Alstom System) and five distinct positions for Line-3 master controller (Siemens System). Fig. 15)Master controller with different mode selectors

2. HIGH TENSION EQUIPMENTS

Main TransformerVCBPantograph

OHE

110 VDC load220V ACloadloadAC Oil pump and blowerMain compressorAirconSIVPower to wheelsGear caseTraction MotorC/I

Fig.16) Flow of power

I. ROOF EQUIPMENTS

Fig.17) Pantograph

a) PantographThe pantograph collects current from the Overhead Catenary System (OCS), making it possible for the high voltage system to power the main transformer. The pantographs are mounted on the roof of the DT- and T-cars, above the centre of the b-bogie. The pantograph is of single arm direct air operated type, with two metallized carbon strip pan heads.The pantograph connects the train to the 25 kV line voltage. The electrical power is then, via the high voltage system, distributed to the different electrical systems in the train, the propulsion system and the auxiliary supply equipment system.

b) Line circuit breakerThe electric-pneumatically operated line circuit breaker, mounted on the vehicle roof, connects/disconnects the power circuit to the main transformer. It also works as short circuit-and over load protection for the HV-circuit.The circuit breaker is a single-pole circuit breaker of vacuum type for alternating current, and features a high breaking capability.

Fig. 18)Line circuit breakerc) Earthing switchFor safety reasons during work on the high voltage system, both sides of the line circuit breaker are connected to earth by means of the earthing switch mounted on the vehicle roof.To facilitate safe maintenance activities, the earthing switch shall be locked with a key that is withdrawn when the earth switch connects the HV-circuit to earth potential. The earthing switch is manually operated from inside the car.

Fig. 19)Earthing switch

d) Surge arresterThe electrical system is protected from transient over voltages (caused by lightning or system switching) by a gapless surge arrester. It features very high-energy input capacity, high-energy absorption capability and large protection distance.The surge arrester is mounted on the vehicle roof, in a position as close to the pantograph as possible.

Fig.20)Surge arrester

e) Transient inductorThe main transformer, the propulsion and auxiliary supply equipment are protected from fast transient voltages generated when manoeuvring the line circuit breaker by a transient inductor, mounted on the vehicle roof.

Fig. 21)Transient inductor

f) Line voltage transformerThe drive control unit for the line converters uses the voltage measuring transformer to measure the line voltage and frequency for supervision and control purposes. The line voltage transformer is mounted on the vehicle roof.

1 Primary terminal2 Insulator3 Flange4 SealFig. 22)Line Voltage Transformerg) Line current transformerThe drive control unit for the line converters uses the line current transformer to measure the line current for supervision and various control purposes. The line current transformer is mounted on the vehicle roof.

1 Steel base2 Secondary terminal box3 Cable gland M20x1.54 Sealing hub M20x1.55 Rating plate6 Single piece cast resin insulated7 Primary connector Cu, tin platedFig. 23)Line current transformer

1 HVAC unit A2 HVAC unit BFig. 24)Roof equipment, M-carII. MAIN TRANSFORMERThe function of Main transformer is to reduce the 25 KV line to approximately 1 KV.The Main Transformer (MT) is mounted in the underframe of the DT- and T-cars.The transformer oil is circulated by a pump and cooled by air in a heat exchanger with two fans, located close to the transformer.

1Air drier2Oil level indicator

3Oil level detector4Connection box

5Expansion Tank

Fig. 25)Main Transformer components for cooling functionsThe MT tank is fitted with cooling and surveillance equipment such as oil pump, valves, air drier, connection box and heat exchanger for its optimum functionality. The MT is also fitted with an expansion tank to compensate the volume of the oil due to thermal expansion and contraction. The breathing process uses Silica gel air driers.

3. AUXILIARY SUPPLY

AUXILIARY SUPPLY EQUIPMENTThe auxiliary supply equipment is supplied via the main transformer and the auxiliary system is designed to supply power in three forms to the different load objects in the train. The following voltages are distributed: 415 V AC 50 Hz 3-phase 230 V AC 50 Hz 1-phase 110 V DCThe three-phase 415 V AC is used for the larger load objects such as HVAC, compressor, cooling fans and oil pump for the main transformer, and cooling fans for the propulsion boxes. The power is distributed from the three-phase bus in each 2-car unit.The single phase 230 V AC is used for saloon lighting and power outlets provided for e.g. vacuum cleaners. There are two socket outlets in the DT-car and one outlet in the M-car. The 230 V AC is arranged by two secondary windings from a three-phase transform which is connected to the three-phase bus on the primary side.The battery power 110 V DC is used for operation and control of several systems.

4. PROPULSIONThe main task of the propulsion system is to convert the main transformer output power into tractive power at the wheels of the vehicle. The propulsion system consists of the following components:Power electronic components Traction converter Filter box

Mechanical drive components Traction motor Gearbox Gear coupling Reaction rod Speed sensor

Fig. 26)Block diagram of propulsion systemOne line converter module and motor converter module, as shown in above fig., feeds the two traction motors in one bogie. The system is able to operate in both driving and braking mode and hence transform electrical energy in to mechanical energy during driving and vice versa during braking.

I. POWER ELECTRONICSa) Traction converterThe traction converter is located in the underframe of the M-car. The traction converter houses the line converter module (LCM) and the motor converter module (MCM).The traction converter unit supplies the wheel axles of each motor bogie with energy by use of the traction motors. Two traction converter units are used for each M-car.

b) Filter boxThe filter box is located in the underframe of an M-car. The DC-link in the filter box stabilizes the DC voltage from the line converter module (LCM) to the motor converter module (MCM).

II. MECHANICAL DRIVESThe single axle transverse drive system is of the partly suspended type. It consists of an electric AC-motor, 2-stage gearbox with reaction rod and a gear coupling. The traction motor is resiliently mounted to the bogie frame. The gear unit is axle hung with parallel shafts and connected to the bogie frame by a reaction rod. The reaction rod incorporates resilient mounts which are suitable for the dynamic and static loading of the system. A flexible tooth coupling between the traction motor and the gearbox transmits the torque from the traction motor to the gearbox and accommodates radial and axial movements between the motor and the gear.I. Traction motorThe traction motor is a 3-phase, squirrel-cage, self-ventilated, asynchronous motor. It transforms electrical power into mechanical power during traction mode and transforms mechanical power into electrical power during braking.II. Gear boxThe gear box is a 2-stage helical gear, one end riding on the wheel axle with parallel shafts.III. Gear couplingThe gear coupling is flexible and allows movement between traction motor and gear box.IV. Speed sensorThe purpose of the speed sensor is to measure the number of revolutions of the traction motor shaft, and also to detect the direction of rotation.

5. BOGIE AND SUSPENSION

I. BOGIEThe bogies are of conventional H- frame design, with air springs located between the body bogie interface assembly and the bogie frame.There are two different bogie types, trailer and power bogie. The key bogie features are:Power bogie: 2 power axles Wheel mounted brake discs Radial arm axlebox and primary coil spring, with additional rubber spring Airspring secondary suspension Resiliently mounted traction motor Axle mounted gearbox with resiliently mounted torque Axle and earth unit Service brake units and 2 service/parking brake units with release cable Trailer bogie: 2 trailer axles Wheel mounted brake discs Radial arm axle box and primary coil spring, with additional rubber spring Air spring secondary suspension Signalling equipment (mounted on lead bogie) Flange lubrication (stick lubrication - on outer wheel set) Axle and earth unit Service brake units and 2 service/parking brake units with release cable

Fig. 27)Bogie layout on trainThe bogie has two stages of suspension, primary and secondary suspension. The primary suspension consists of a radial arm axle box, with nested coil springs.The secondary suspension consists of air spring suspension, with anti-roll bars and vertical dampers.The difference between the trailer bogies and the power bogies is basically that the trailer bogies are not equipped with drive equipment, i.e. motor, coupling and gearbox.

II. PRIMARY SUSPENSIONThe primary suspension has four principal suspension components: vertical coil springs, mounted in series on a stiff rubber shear pad additional progressive vertical rubber spring , arranged in parallel vertical hydraulic damper resilient radial arm pivot bush

1 Radial arm2 Radial arm pivot bush3 Coil springs4 Shear pad5 Rubber bumpstop6 Vertical damper7 Bumpstop pillar8 Hard stop

9 Spring location plateFig. 28)Primary suspension components

III. SECONDARY SUSPENSIONThe secondary suspension comprises of the following: Airspring with auxiliary rubber spring Anti-roll bar Vertical and lateral secondary dampers Traction centreThe airsprings are connected to air suspension surge reservoirs mounted on the carbody. This provides a low stiffness to give a comfortable ride.An anti-roll bar system is connected between the bogie and the carbody, to control excessive roll. The anti-roll bar links is mounted outboard of the bogie and connected close to the sole bars.

1 Airspring2 Packer3 Bogie frameFig. 29)Secondary suspension

IV. DAMPERS AND ANTI-ROLL BARThe bogie is equipped with three secondary hydraulic dampers that dampen the movement of the carbody and increases ride comfort.The vertical dampers are mounted on the outside of the side frames on the bogie, while the lateral damper is located between the frame and the lifting plate which is mounted underneath the centre pivot.

1 Lateral damper2 Vertical damperFig. 30)Damper

When the dampening capacity of the lateral dampers is not sufficient to stop the lateral movement, this is then taken up by a lateral bumpstop.The lateral bumpstops are mounted in the transom, one on either side of the centre pivot.

1 Lateral bumpstopFig. 31)BumpstopEach bogie is fitted with an anti-roll bar in order to limit the rolling of the carbody, caused by the soft secondary suspension. The anti-roll bar consists of a torsion bar mounted underneath the bogie by means of rubber bearings. The torsion axle connects the carbody using a link on each side of the bogie.

1 Torsion bar2 Vertical link3 Rubber bearing4 Pedestal cap5 Body bracketFig. 32)Anti-roll bar

V. LOAD TRANSFERThe car+ passenger load is transferred to track in the following manner:Car+Passenger Load

Secondary Suspension

Bogie Frame

Primary Suspension

Axle box

Wheel

Track

Fig. 33) Load transfer

6. PASSENGER INFORMATION SYSTEMI. PURPOSEThe Passenger Information System (PIS) consists of both an audio and a visual part. The audio system includes loudspeakers, PA, Passenger emergency communication and internal communication facilities. The visual part includes external and internal displays as well as dynamic route maps. There is a Central Computing Unit - Comfort (CCU-C), managing the display, automated and predefined parts of the audio functionality.The main tasks of the PIS are: Show travel related information to the passengers. Take care of speech communication between on board personnel and passengers

II. CCU-C - PIS CONTROLThe CCU-C is the master of the management and control of all visual information. Functions related to route set up, route control and pre-defined messages with regards to both visual and audio messages are managed by PIS control. The functions are realized utilizing a high-band IP Network.The safety critical functions are not managed/controlled by the CCU-C.

III. PASSENGER EMERGENCY COMMUNICATION UNIT (PECU)

1 Microphone2 Loudspeaker3 Alarm push buttonThe Passenger Emergency Communication Unit (PECU) allows passengers to communicate with the driver and is placed in the train on Audio & Data Bus (ADB).PECU consists of a front cabinet with a rear lid and is located on the draft screen. Data functions of PECU are to exchange serial data with the PIS controller via the ADB and to receive digital inputs from the control interface (switch inputs)..7. HVAC

a) PURPOSEThe primary function of the Heating, Ventilation and Air-Conditioning (HVAC) unit is to achieve and maintain the acceptable indoor climate and air quality for the driver in the cab area. Type DT car has additional air conditioning unit for providing sufficient cooling for the drivers cabin. Each Saloon Air conditioning (A/C) unit has a normal cooling capacity of 41 Kw under design conditions i.e. 82 kW per vehicle.Secondary functions are: to protect the driver from smoke in case of smoke outside the train, and to keep CO2level inside the train in its specified limit, as and when the auxiliary power fails (emergency ventilation).There are two compact HVAC units per car. The units are identical and totally interchangeable. One end of the unit is a compressor/condenser section, whereas the other is an air handling section with evaporator, electrical heater, supply air fan, dampers etc. Electrical installations, controller and emergency inverter are integrated in the unit.Fresh air is sucked in through weather grilles on the side of the unit. There is a fresh air damper to close the fresh air intake for fire mode and pre-cooling/heating mode.Return air is sucked from the bottom of the unit and mixed with the fresh air before passing evaporator and heater and then blown out into the duct by the supply air fan. The return air intake has a damper to control the return air flow and to close the return air intake during emergency ventilation.The air velocity through the evaporator and heater is kept low enough to prevent condense water from being blown away from the evaporator.Condenser air is sucked in from both sides of the unit, through the condensers inside each inlet grill and blown out upwards.

1 Condenser fan2 Compressor3 High pressure sensor4 High pressure switch5 Low pressure sensor6 Liquid line solenoid valve7 Supply air fan8 Unit heater 1 and 29 Hygrostat10 Fresh air damper11 Control panel (include return air temperature sensor, X01, X02, X03 and X04 mode switch)12 Evaporator13 Fresh air temperature sensor14 Supply air temperature sensor15 Emergency inverter16 Condenser17 Return air temperature sensorFig.34) Aircona) CompressorThere are four hermetic Copeland scroll compressors (ZRXM) per unit. Refrigerant used is R407C.The refrigerating output is produced by four scroll compressors in each unit and is powered directly by the 3-phase auxiliary supply.Refrigerant vapour returning from the evaporator at low pressure enters the compressor, which compresses it. The refrigerant exits the compressor as a high pressure, high temperature superheated gas via the compressors discharge valves and flows to the condenser coils.The compressor used in the refrigerating system is of a scroll type (ZR72KCE-TFD-422). The compressor delivers all the superior benefits of advanced scroll technology, such as:-Quiet operation- Unmatched reliability with 70% fewer moving parts than comparably sized reciprocating compressors- Greater capacity at handling liquid and debris in the system- High efficiency performance.The compressor includes a temperature probe to protect the motor against failures caused by overheating of the windings, which may be as a result of the lack of gas or excessive starting cycles.

Fig. 35)Scroll compressorThe compressor is mounted in the compressor-condenser chamber, between the two condenser fans. Each compressor is equipped with four vibration dampers to avoid the transmission of the vibration and reduce the noise.

b) CondenserHVAC saloon system consists of two condensers per unit.Condenser consists of the coil which is made of copper tubes and Aluminium fins.

Fig.36)CondenserA condenser fan draws the ambient air and blows it through the condenser coils. The condenser rejects heat to the ambient air from the high temperature refrigerant gas which is being pumped from the compressor. As the heat is rejected from the coil the refrigerant gas cools and condenses into a liquid refrigerant.

c) Condenser fanCondenser fan consists of fan blade, motor and grille. To ensure a high heat transfer in the condenser coil , two axial fan-motor assemblies draw cool ambient air from the top of the HVAC units and then discharge the hot air back to ambient through the condenser coils in the two sides of the HVAC unit.Each condenser fan assembly contains a 415 VAC, 3 phase, 50 Hz motor (1440 RPM), which supports a five bladed (710 mm diameter) axial fan fitted in a precision hub and operating in a close-fitting ring . It must be noted that the grille cannot be walked on.

Fig. 37)Condenser fan

d) Solenoid valveSolenoid valve is used in liquid pipe after sight glass/moisture indicator and before the expansion valve. Solenoid valve is used for controlling the open and close of refrigerant flow. The valve is commonly used to replace a manual valve or where remote control is desirable. The valve improves system efficiency and maintains the refrigerant charge in the condenser coil during the off-cycle of the compressor which prevents refrigerant migration when long piping runs are used. If one of the refrigerating circuit is shut off, solenoid valve can be operated on the half cold mode. Solenoid valve can also be used for protection of HVAC unit in emergency.

1 Coil2 Valve bodyFig. 38)Solenoid valve

e) Filter dryerFilter dryer is mounted on the liquid line after the condenser and before the sight glass/moisture indicator. The filter dryer removes moisture and contaminants from the refrigerant.

Fig. 39)Filter dryer

f) Sight glass

Fig. 40)Sight glassThe sight glass is used in refrigerating circuit to observe the refrigerant flow and to provide an accurate method of determining the moisture content of a systems refrigerant. Humidity indication is obtained compared to paper indicators.

g) Expansion valveExpansion valve is located after the solenoid valve and close to evaporator. Expansion valve is used in refrigerating circuit as throttle component. It can open to a certain degree according to the superheat of the outlet of evaporator. Expansion valve is mounted after filter dryer, so the potential debris in refrigerating circuit is filtered first. Through the expansion valve, the high temperature, high pressure refrigerant liquid changed to low temperature, low pressure refrigerant mixture of gas and liquid.

Fig. 41)Expansion valve

h) PLC controllerThe heart of the control system for the air conditioning unit is programmable logic control(PLC).Using a control program stored in the PLCs memory, the PLC close or open electrical circuits connected to its outputs depending on the status of inputs. When a component in the system fails, the PLC diagnoses the problem and isolates the failed component.

Fig.42) PLCi) EvaporatorThe evaporator is made of stainless steel frame with copper tubes and aluminium fins.The drain pan is made of stainless steel and the fins have 3 mm pitch.

Fig. 43)EvaporatorThe liquid refrigerant is vaporized in the evaporator coil at a controlled rate and temperature. The low-pressure and low temperature refrigerant in the evaporator coil absorbs heat from the air sucked across the coil by the supply air fan. The air, which is a mixture of the return air and the fresh air passes through the evaporator coils and is cooled and dehumidified, is delivered into the car saloon evenly.

j) Supply air fanTo meet the air conditioning requirements of the cars saloon and to overcome the pressure losses in the HVAC unit and supply air duct system, each HVAC unit contains two evaporator-motor fan assemblies. Each assembly draws both fresh air from outside, via the fresh air filters, and return air from the saloon into the evaporator chamber. In the evaporator chamber the air from two streams are mixed and are then drawn through the evaporator coil before being sucked into the evaporator fans. Once the air is sucked into the fans, it is expelled into the supply air ducting and distributed into the saloon.Each evaporator fan-motor assembly consists of a single 415 V AC, 3 phase, 50 Hz motor with a fan impeller installed on shafts.

Fig. 44)Supply air fan

k) HeatingElectrical heating is placed downstream from the evaporator. The heating battery has two overheat protection devices, one with automatic reset and one with manual reset. The latter is independent of the control system.

l) Emergency inverter Fig. 45)Emergency inverterIn the event of the onboard 415 V AC supply system failing, then the cooling of the passenger saloon supply air is no longer possible. Therefore, in order to maintain the supply of fresh air to the passenger compartment, an emergency inverter per HVAC unit mounted inside the HVAC unit is activated. Electrical power from the batteries feeds the HVAC evaporator fans via the converter. Under this condition no recirculated air is supplied back to the saloon.

m) Mode selection switchThe mode switch S01 is located in the underside of the HVAC unit, near the return air inlet, there is an A/C system Mode selection switch. The switch allows the operator to select the mode of the HVAC unit from the following 3 modes:OFFON TEST.

Fig. 46)HVAC saloon mode selection switchI. AirCon Working Modes:a) Normal modeIn normal mode, the temperature and humidity is automatically controlled with heating, cooling or ventilation.At partial load, the system is able to reduce the indoor relative humidity by sub-cooling and reheat the supply air. The power consumption is reduced by reducing the fresh air flow in three steps in relation to the passenger load.In case one unit fails, the other unit will continue to work in normal mode and continue to supply the saloon with conditioned air. Since the available capacity for the saloon will be reduced to 50% the indoor climate requirements cannot be met during all conditions.b) Emergency modeIn case of loss of auxiliary power, the supply air fans are fed from batteries via an inverter. In this mode: heating and cooling is shut off the fresh air damper opens to reduce the pressure drop the return air damper closes to keep 100% fresh air.

c) RAP modeIn case Reduced Auxiliary Power (RAP), one unit continues to operate in normal mode whereas the other unit operates in ventilation mode with the fresh air damper closed.d) Pre-cooling modeIn pre-cooling mode, the fresh air intake is closed and use recirculated air until a defined indoor temperature is reached.e) Pre-heating modeIn pre-heating mode, the fresh air intake is closed and use recirculated air until a defined indoor temperature is reached.f) Off modeIn off mode, the units receive an off signal and shuts off.g) Smoke outside modeIf smoke is detected by the smoke sensor or the driver activates this mode, the supply air fan of the unit stops immediately and the fresh air damper close. After the fresh air damper is closed the unit will start again but only recirculate air.h) Manual smoke outside modeIn manual smoke outside mode, the fresh air dampers will close to prevent ingress of smoke and the unit then continues to operate as usual.i) Start up self-testStartup self-test is performed every time a unit is powered up. The controller checks communication, sensors, dampers, functions etc. The result of the test is sent to TCMS.j) Test modeTest mode is manually set from the HMI display or with a service computer connected to the controller. During test mode the HVAC unit runs in heating or cooling mode depending on the atmospheric condition. In test mode the unit runs for 15 minutes.TIMS

Programmable logicFAT probeRAT probe

Contactor

Filter drierEvaporatorSupply fanT-X valveSolenoid or cool-1 & 2Compressor

Condenser

Fig. 47) Concept of AC8. BRAKES AND PNEUMATICS

I. PURPOSEThe purpose of the brake system is to effectively stop the train or to reduce its speed, as and when necessary, while the train is moving and also to keep the train in static position once the train is stopped or parked.The vehicle has a computer controlled braking system. The braking system consists of an electro-dynamic brake and an electro-pneumatic friction brake.The dynamic brake brakes the vehicle by running the motors as generators and return energy via the overhead line network during braking. Only motor cars can utilize this brake.The electro-pneumatic brake concept comprises a direct acting, microprocessor controlled, friction brake system with wheel mounted brake discs on the motor car and axle mounted discs on the trailer cars and the accompanying brake calliper units.The M-car has two motor bogies and the DT- and T-cars have two trailer bogies each. The motor bogie has both dynamic and friction brakes while the trailer bogies have only friction brake.Disc brace units with callipers acting on each wheel carry out friction braking. One wheel per wheelset has a parking brake function. Brake effort can be blended and over (compensated) between dynamic and friction brake systems.The brake system performs the following brake modes: Service brake Emergency brake Back-up brake Holding brake Parking brake Wheel slide protection

II. BRAKING MODES

a) Service brakeThe service brake is the normal way to brake the train. The service brake is achieved by use of the dynamic and friction brake system. The total amount of brake effort needed to brake each car is calculated in the train computer using the car weight and the requested retardation.Normal service brake has a jerk rate limitation.

b) Emergency brakeThe function of the emergency brake is to achieve as short braking distance as possible and it provides the safest way to brake the train. The emergency brake system uses only friction brake. Once applied, the emergency brake cannot be released until the train has come to complete stop. It is mainly activated via the emergency stop push button on the driver's desk or the ATO/ATP system but can also be activated by putting the master controller to emergency stop position.Additionally the emergency brake can be activated at all time by de-energising the safety loop. The safety loop is designed to be energised when all systems are OK and the train is energised. In order to energise the safety loop, only one driver's key must be activated, the emergency stop push button must not be applied and all supervised computers and the ATP-system must be activated. If two driver's keys are activated at the same time, the safety loop will be broken. This also applies when the key is in OFF position.The emergency brake has no jerk rate limitation.

c) Back-up brakeThe back-up brake is used in towing situations and in case of failure of electronic or electric control elements in the brake system.

d) Holding brakeThe holding brake is applied automatically when the train is stopping and the master controller is in its centre position (coast), for example, when stopping at a station. It is initiated by the TCMS just before stop and at stop using friction brakes only. The brake is load compensated and applies a suitable brake force to hold the train on a slope. The holding brake also prevents the train from rolling backwards during a start on a gradient.The holding brake implements rollback protection which applies the brake if the train moves in the unintended direction.The holding brake is released when a certain amount of traction is achieved.

e) Parking brakeThe parking brake prevents the train from rolling when the train is deactivated. Parking brake is applied in the event of low (or no) pressure in the brake reservoir or by the push button in the cab. When no main reservoir pressure is present, the parking brake is fully applied and is capable of holding a fully loaded train at standstill at a gradient of 4%.The parking brakes can be released by the push button when the compressed air supply is present. With no air supply available, it is possible to release individual parking brake units manually by a tool fitted in the parking brake cylinder.

III. Wheel Slide ProtectionThe purpose of the wheel slide protection system is to prevent the wheel from locking and to prevent slide of the wheel during brake application. This decreases the stopping distance and increases the life of the wheel.The BCU controls each car's wheel slide protection system. There is a phonic wheel and speed sensor to measure the speed of the axle, if the speed of any axle is exceeding the specified speed limit, the BCU operates the dump valve to obtain an acceptable adhesion value.

IV. Brake Electronic Control unitThe BECU commands the brake system and implement anti-skid functions by evaluating the set points for the brake out of various input signals (e.g. brake demand signals, speed signals or load signals).BECU calculates the required brake force according to brake demand and send electrical signals to the BCU.Every car have its individual BECU.To achieve a comfortable ride in all braking modes, load correction and wheel slide control and jerk control are active.The BECU of RS-1 consists of the following PCBs and the same BECU is known as BCU in RS-2 stock:1. MB04B card-MB04B is a main board. It is loaded with application software .It consists of a main board MB03B and a main machine interface (MMI)2. EBO1B Card- EBO1B is an extension board in ESPA system .The board is used to enhance the input and output operations of the main board .The EBO1B extension board provides relay outputs and optocoupler inputs and outputs. EBO1B interfaces with the peripherals.3. CB07A Card- is a communication board in the ESRA system. The board transforms messages between the internal BECU bus and an external RS485 bus.4. PB03A Card- is used to power the BECU.It meets the demands of both the electronic boards and the sensors and the actuators.

9. TCMSThe train control and management system, TCMS, is the system for controlling and monitoring on board systems and subsystems.The TCMS is a distributed computer system, where the units are placed close to the systems they control or supervise in order to keep cabling to a minimum.The TCMS HMI displays are used for real-time reporting of the different systems current status and performance, faults and failures of control functions. The HMI displays are located in the drivers cab. Events are displayed differently depending on the priority of the event. Higher priority events always take precedence over events of lower priority.The on board part of the train diagnostic system, TDS, is a sub-system of the TCMS. The CCU-O (Central Computing Unit Operational) collects, stores and acts upon relevant information about events, faults and vehicle status from the connected systems. The event information stored in the TDS database is presented on a colour touch screen, the HMI display on the driver's desk and can be uploaded to an off board maintenance and service system for long term storage and additional off line analysis.The redundant concept is of type leader/follower. There are two CCU-Os (pair) in each 2-car unit implementing redundancy with warm standby. In case the leader CCU-O fails the follower CCU-O takes over leadership. Both leader and follower are receiving and acting upon all signals but only the leader has control. If the leader fails the follower becomes the new leader and takes over the control.

10. CCTV

I. LOCATION OF THE EQUIPMENTThe CCTV system is controlled by the Digital Video Recorders (DVRs).The DVRs are mounted in DT.C.K1 cabinet of the DT-carThe CCTV remote units are mounted in M.P9.K4 cabinet of the M-carand in T.P9.K4 cabinet of the T-car.The cameras in DT-car are directly connected to the DVRs and the cameras in other cars are connected directly to remote units.The power for the cameras is supplied by the DVR and Remote Unit respectively in individual cars using same cable for image data and power supply.The DVR stores the images from the analogue cameras.The DVRs and Remote Units are connected to the Train Control and Management System (TCMS) via BT IP Backbone.

Fig. 48) Remote Unit 1 Storage module2 Digital Video Recorders (DVR)Fig. 49)DVR including storage module

II. SALOON CCTVThe vehicle is equipped with a video surveillance system, Close Circuit Television (CCTV), for monitoring the passenger's saloons. The CCTV is fully IP-network integrated and includes main functions for monitoring passenger saloons on the cab HMI display and to store video images to be reviewed later in playback station off board the train.There are four surveillance cameras in each car. Each camera primarily covers the vestibule and PECU closest to the camera, in field of view.

1 Surveillance camera2 PECUFig. 50)Camera coverage angels

Fig. 51)Position of internal surveillance cameraThe PIS/CCTV HMI display is used as the CCTV-monitor and displays images from the CCTV system on board the train. It is possible to view the camera images live on monitors in both cabs. The picture on the monitor is normally switched off but can be activated at any time.The train has two digital video recorders (DVR) installed. The CCTV system is based around the control unit included in the DVRs. There are cameras connected directly to the DVRs in the DT-cars and directly to remote units in all the other cars. All images are streamed to the DVRs where they are stored. The main function is recording in the saloon area. The images from the platform are not recorded.

III. REAR VIEW CCTVA 4-car train has two cameras covering the platform, rear view video monitoring system (RVVMS). The cameras are mounted in the end of the train on both sides of cab. A sixand eightcar train has additional two cameras mounted on the T-car.

Fig. 52)Position of Rear view CCTV camera on DT-carThe RVVMS camera covers the platform along the train side.

Fig. 53)Area covered by the Rear view CCTV camerasIn normal operation the cameras are displayed in an automatic sequence stepping through the cameras in the complete train. The time each camera is displayed for is default of 2 seconds. It is possible to stop the sequence and manually select a camera.

11. DOOR DESCRIPTIONSThe door system permits safe entry to and exit from the train cars. Also, the doors provide physical, thermal and acoustic separation from external environment.Four types of door system are provided for the train. These are:(a)Passenger or saloon door system (b)Cab door System(c)Emergency door System (d)Partition Door system.

I. Partition Door:Partition door is a double hinged door located between the cab and the saloon area in each DT car.

II. Cab door:Cab door can be accessed from outside with the Programmed card, thus protecting the cab with unauthorized access and from inside the driver can open the door with a handle.The cab door is of sliding pocket design which makes it easier to slide without much effort when the door is opened and closed.The door locked status is monitored by the door close loop, TCMS (Train Control and Management System) and is presented on the HMI (Human Machine Interface) display. Opening of cab door turns on the cab interior lights.Traction Safe Loop is deactivated if any cab door is not closed.

III. Passenger saloon door:The role of each passenger door of the Delhi Metro RS2 is to: prevent passengers from entering or leaving the car when not authorized (doors closed), and allow them to do so when authorized (doors open), Provide passengers with sufficient comfort and protection in relation to outside environment, e.g. concerning noise and weather conditions.The door leaves are actuated to the open and close position upon driver's request.The passenger doors also contain emergency opening devices and safety features. Each car comprises eight passenger doors, 4 on each side.These doors consist of two door leaves, sliding externally of the car body walls, electrically operated.

Door operation:The operation of the passenger saloon door system is controlled by Door control unit that interfaces with the Train Integrated management system (TIMS).On the receipt of an command from DCU, the door locking system unlocks the door and door Operating mechanism slides the door panels to their open positons.Close limit switch and lock limit switch attached to the door operating mechanism, notify the DCU whether the door is closed and locked or not.

The major components of saloon door system are as follows:1. Door Panel2. Door control unit3. Door Gear assembly4. Door locking mechanism5. Emergency release mechanism6. Door isolation switch

Door Panels:Door panels are of aluminium composite construction bonded using aerospace technologies. Two No. of door panels (LH/RH) are provided in each door.

Door Gear:The Door Gear Assembly consists of:Mainframe Assembly-The Mainframe assembly is located at the top of each External slider Door system .This is the primary Fixing point for mounting the door assembly into the car body.Electric motor and Gearbox-The electric motor provides power for the movement of door panels.Transmission belt and transmission pulley: The transmission belt and the pulley transmit the motor movement to the spindle shaft. The transmission pulley is mounted on the spindle shaft.Spindle Shaft: On the movement of pulley spindle shaft rotates and transfer the movement to the drive brackets via spindle nuts.Drive Brackets: Door brackets are mounted on door panelsSolenoid and door lock: The locking mechanism is integrated in the door gear assembly in centre of the same. Mechanical locks are used to ensure full locking.The centre hook assembly locks the doors as they meet in the centre .A lock switch mounted onto the door gear assembly is activated by the centre hook.Assembly to signal the door control unit that the door is locked.

Door isolation switch assembly-Door isolation switch assembly is provided in the middle of door gear assembly .It is used to isolate the door in case of any door failure. Emergency Release mechanism-Emergency Release mechanism is provide to open any particular door without opening all the door in case of any emergency . In every car door no. 2 & 6 are provided with external emergency release device.

Electronic door control unit (EDCU)

Fig. 54)Electronic door control unit (EDCU)The Electronic Door Control Unit (EDCU) mounted and connected to the door mechanism, relays the "open" and "close" requestsIn the EDCU, a chopper driven by a PWM signal controls a permanent magnet DC motor in torque and speed. The motor output is over-current protected and automatically re-armed.

IV. Emergency door The function of the detrainment door is to provide evacuation of passengers and crew to track in case of an emergency.The detrainment door opens and deploys in such a way that in its final position it becomes an emergency ramp that enables passengers to descend from cab floor level down to track level.During normal operation of the train, the detrainment door is always ready to use.

SPECIAL FEATURES OF RS-2:a) Push back device The push back device allows, after the doors are closed and locked, the reopening of each door leaf by 30 mm. The manual force needed to open the locked doors with push back device is between 120 to 150 N.With push back feature, the passengers can remove a trapped object that is not, by various circumstances, detected by obstacle detection feature.

b) Obstacle detection The passenger doors have an obstacle detection device (controlled by motor-current), that will automatically stop the movement, if an obstacle is located between door leafs or door and door-portal. The obstacle detection is active during both opening and closing cycle. When an obstacle is detected the door makes three attempts to complete the cycle and upon failure in three attempts the door is de energised and an event is logged and presented on the HMI display. When the door is standing still after obstacle detection, the driver has the possibility to push close door ILP to make a new attempt to close the door. When an obstacle is detected during closing, the door reopens 200 mm (100 mm /leaf). After reopening due to obstacle detection during closing, the door stays de energized for three seconds.