1.

INTRODUCTION----------------------------------------------------------------------------- 1
2.

HIGH

TENSION

EQUIPMENTS

-------------------------------------------------------------11
3.

AUXILIARY

SUPPLY----------------------------------------------------------------------------17
4.
PROPULSION----------------------------------------------------------------------------------18
5.

BOGIE

AND

SUSPENSION--------------------------------------------------------------------20
6.

PASSENGER

INFORMATION

SYSTEM------------------------------------------------------26
7.
HVAC---------------------------------------------------------------------------------------------27
8.

BREAKS

PNEUMATICS-------------------------------------------------------------------37

AND

9.
TCMS---------------------------------------------------------------------------------------------40
10.
CCTV--------------------------------------------------------------------------------------------41
11.

DOOR

DESCRIPTIONS------------------------------------------------------------------------45

1. INTRODUCTION
I.

VEHICLE CONCEPT

The 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 OVERVIEW
a) Nomenclature

Fig 7 shows the definitions and designations used for RS2.

Fig. 7) Definitions and designations

b) Equipment in underframe

Distribution box

Auxiliary compressor

Battery box

Main transformer

Contactor box

Brake unit

Auxiliary converter module

Battery box

Fig. 8) Underframe equipment, DT-car

Filter box

Main compressor unit

Brake unit

Distribution box (110 V/400 V)

Converter box

Converter box

Filter box

Fig. 9) Underframe equipment, M-car

Distribution box

Auxiliary compressor

Battery box

Main transformer

Contactor box

Brake unit

Auxiliary converter module

Battery box

Fig. 10) Underframe equipment, T-car

III.

GANGWAYS

All 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
2
3
4
5
6
7
8
9
Fig.
IV.

Centering/locking pins
Attached handle for locking mechanism
Double corrugated bellow
Screw-on frame
Bridge plate car side
Couple frame
Floor cover
Bridge plate coupled frame side
Sliding ledge
11) Intermediate gangway half
COUPLERS

Each 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 AREA

The 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 codriver 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.

Adjustable footrest

Access hatch for card reader (Cab Access system)

Master control

Operational panel console

Back-up brake control

HMI display (CCTV/PIS)

Switch controls

Microphone

Mobile radio

10

ATC display

11

HMI display (TCMS)

12

Drivers key

13

Switch mode

14

Access hatch for pneumatics and head lights connections

15

Access hatch for pneumatics and cabling

Fig.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
Off

It 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.

10

Coast
Emergency brake

Fig. 14) Master controller

The master controller having an integrated dead mans
functionality. The function of the dead mans device is twist type.

device

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).

11

Fig. 15) Master controller with different mode selectors

2. HIGH TENSION EQUIPMENTS

OHE

Pantograph

VCB

Main
Transformer

SIV

C/I

Traction
Motor
Gear
Power
case
to
wheels

110 V
Aircon

Main
220V
Oil pump and blower
compress
AC

DC
load

12

Fig.16) Flow of power

I.

ROOF EQUIPMENTS

Fig.17) Pantograph

a) Pantograph

13

The 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 Tcars, 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 breaker

The 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 breaker

c) Earthing switch
For 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.

14

Fig. 19) Earthing switch

d) Surge arrester
The 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 inductor
The 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

15

f) Line voltage transformer

The 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 terminal
2
Insulator
3
Flange
4
Seal
Fig. 22) Line Voltage Transformer
g) Line current transformer
The 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
2
3

Steel base
Secondary terminal box
Cable gland M20x1.5

16

4
5
6
7
Fig. 23)

Sealing hub M20x1.5

Rating plate
Single piece cast resin insulated
Primary connector Cu, tin plated
Line current transformer

1 HVAC unit A
2 HVAC unit B
Fig. 24) Roof equipment, M-car
II.
MAIN TRANSFORMER
The 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 Tcars.
The transformer oil is circulated by a pump and cooled by air in a heat
exchanger with two fans, located close to the transformer.

1
3
5
Fig.

Air drier
2
Oil level indicator
Oil level detector
4
Connection box
Expansion Tank
25) Main Transformer components for cooling functions

The 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.

17

3. AUXILIARY SUPPLY
AUXILIARY SUPPLY EQUIPMENT
The 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

18

110 V DC

The 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 DTcar 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.

19

4. PROPULSION
The 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 system

One line converter module and motor converter module, as shown in
above fig., feeds the two traction motors in one bogie. The system is able

20

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 ELECTRONICS
a) Traction converter

The 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 box
The 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 DRIVES

The 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 motor

The 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 box

21

The gear box is a 2-stage helical gear, one end riding on the wheel axle
with parallel shafts.
III.

Gear coupling

The gear coupling is flexible and allows movement between traction

motor and gear box.
IV.

Speed sensor

The 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.

BOGIE

The 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

22

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 train

The 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.

23

II.

PRIMARY SUSPENSION

The 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

Radial arm

Radial arm pivot bush

Coil springs

Shear pad

Rubber bumpstop

Vertical damper

Bumpstop pillar

Hard stop

Spring location plate

Fig. 28) Primary suspension components

24

III.

SECONDARY SUSPENSION

The secondary suspension comprises of the following:

Airspring with auxiliary rubber spring

Anti-roll bar
Vertical and lateral secondary dampers
Traction centre

The 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.

Airspring

Packer

Bogie frame

Fig. 29) Secondary suspension

25

IV.

DAMPERS AND ANTI-ROLL BAR

The 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 damper
2 Vertical damper
Fig. 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 bumpstop
Fig. 31) Bumpstop

26

Each 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 bar
2 Vertical link
3 Rubber bearing
4 Pedestal cap
5 Body bracket
Fig. 32) Anti-roll bar

V.

LOAD TRANSFER

The car+ passenger load is transferred to track in the following manner:

Car+Passenger Load

Secondary Suspension

Bogie Frame

27

Primary Suspension

Axle box

Wheel

Track

Fig. 33) Load transfer

28

6. PASSENGER INFORMATION SYSTEM

I.

PURPOSE

The 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:

II.

Show travel related information to the passengers.

Take care of speech communication between on
personnel and passengers

board

CCU-C - PIS CONTROL

The CCU-C is the master of the management and control of all visual
information. Functions related to route set up, route control and predefined 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)

29

1 Microphone
2
Loudspeaker
3
Alarm push button
The 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) PURPOSE
The 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 CO2 level 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 precooling/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.

30

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.

Condenser fan
2 Compressor
3 High pressure sensor
4 High pressure switch
5 Low pressure sensor
6 Liquid line solenoid valve
7 Supply air fan
8 Unit heater 1 and 2
9 Hygrostat
10 Fresh air damper
11 Control panel (include return air temperature sensor, X01, X02, X03
and X04 mode switch)
12 Evaporator
13 Fresh air temperature sensor
14 Supply air temperature sensor
15 Emergency inverter
16 Condenser
17 Return air temperature sensor
Fig.34) Aircon
a) Compressor

31

There 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 compressor

The 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) Condenser

32

HVAC saloon system consists of two condensers per unit.

Condenser consists of the coil which is made of copper tubes and
Aluminium fins.

Fig.36) Condenser
A 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 fan
Condenser 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.

33

Fig. 37) Condenser fan

d) Solenoid valve
Solenoid 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 Coil
2 Valve body
Fig. 38) Solenoid valve

34

e) Filter dryer
Filter 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 glass

The 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 valve
Expansion 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

35

changed to low temperature, low pressure refrigerant mixture of gas and

liquid.

Fig. 41) Expansion valve

h) PLC controller
The 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) PLC
i) Evaporator
The 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.

36

Fig. 43) Evaporator

The 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 fan

To 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.

37

Fig. 44) Supply air fan

k) Heating
Electrical 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 inverter

In 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 switch

38

The 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:
OFF
ON
TEST.

Fig. 46) HVAC saloon mode selection switch

I.

AirCon Working Modes:

a) Normal mode
In 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 mode
In 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.

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c) RAP mode
In 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 mode
In pre-cooling mode, the fresh air intake is closed and use recirculated air
until a defined indoor temperature is reached.
e) Pre-heating mode
In pre-heating mode, the fresh air intake is closed and use recirculated air
until a defined indoor temperature is reached.
f) Off mode
In off mode, the units receive an off signal and shuts off.
g) Smoke outside mode
If 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 mode
In 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-test
Startup 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 mode
Test 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

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FAT probe

Programmable logic

RAT probe

Contactor

Compressor

Condenser

Filter drier

Solenoid or
cool-1 & 2

T-X valve

Evaporator

Supply fan

Fig. 47) Concept of AC

8. BRAKES AND PNEUMATICS

I.

PURPOSE

The 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.

41

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:

II.

Service brake
Emergency brake
Back-up brake
Holding brake
Parking brake
Wheel slide protection

BRAKING MODES

a) Service brake
The 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 brake
The 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

42

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 deenergising 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 brake
The 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 brake
The 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 brake

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The 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 Protection

The 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 unit

The 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.

44

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. TCMS
The 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.

45

10.

I.

CCTV

LOCATION OF THE EQUIPMENT

The CCTV system is controlled by the Digital Video Recorders (DVRs).

The DVRs are mounted in DT.C.K1 cabinet of the DT-car
The CCTV remote units are mounted in M.P9.K4 cabinet of the M-car and
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.

46

Fig. 48) Remote Unit

1 Storage module
2 Digital Video Recorders (DVR)
Fig. 49) DVR including storage module

II.

SALOON CCTV

The 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.

47

1 Surveillance camera
2 PECU
Fig. 50) Camera coverage angels

Fig. 51) Position of internal surveillance camera

The 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

48

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 CCTV

A 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 six and eight car train has additional two
cameras mounted on the T-car.

Fig. 52) Position of Rear view CCTV camera on DT-car

The RVVMS camera covers the platform along the train side.

Fig. 53) Area covered by the Rear view CCTV cameras

49

In 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.

50

11.

DOOR DESCRIPTIONS

The 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.

51

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 Panel
2. Door control unit
3. Door Gear assembly
4. Door locking mechanism
5. Emergency release mechanism
6. 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.

52

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 panels
Solenoid 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.

53

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" requests
In 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

54

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.