A REPORT OF INDUSTRIAL TRAINING

At

Delhi Metro Rail Corporation (DMRC)

SUBMITTED IN PARTIAL FULFILLMENT OF THE REQUIREMENT FOR THE AWARD

OF THE DEGREE

BACHELOR OF TECHNOLOGY
(Mechanical and Automation Engineering)

June 2019

SUBMITTED BY:
NAME: KARTIKEY KUMAR
ROLL NO. : 46113303616

DEPARTMENT OF MECHANICAL END AUTOMATION ENGINEERING

HMR INSTITUTE OF TECHNOLOGY AND MANAGEMENT
(Affiliated to the Guru Gobind Singh Indraprastha University, Delhi)
 ACKNOWLEDGEMENT

It is indeed a great pleasure for me to present this Summer

Training Report on DMRC (Delhi Metro Rail Corporation) as a part of the
curriculum of the B.Tech course in Mechanical and Automation
Engineering.

I take this golden opportunity to thank all my mentors at DMRC who

with their unstinted support and venerated guidance made this training a real
success. I express my sincere thanks to all SSE and JE who in spite of their
busy schedule have lent their precious time for helping out me to understand
various system used in DMRC.

I will be failing in my duty if I am not mentioning the technical

demonstrations as given by the reverent staff of DMRC. There is no denying
the fact that DMRC is the epitome of modern technology and getting training
at such an organization is an exquisite learning experience that made a mark
at the profoundest part of my mind.
 DECLARATION

This report is based on the summer training I have undergone in the premises
of Delhi Metro Rail Corporation (DMRC), Najafgarh Depot from 10th June
2019 to 7th July 2019. I obtained the knowledge of Rolling Stock through the
selfless efforts of the Employee arranged to me by the DMRC administration.
The experience of the training was good and I learned lots of things. I was
successfully able to complete the training

Kartikey Kumar
46113303616
MAE 7th Sem
HMR Institute of Technology and Management.
 PREFACE

Industrial Training is meant to expose the students of engineering of the

actual Industrial Processes about which they have mean studying in detail
from their semesters. They have spent the last two years in gaining theoretical
knowledge of various manufacturing and assembly processes. The four week
training has exposed us to the actual application of the various studied. The
training period has being very interesting wherein we got to know how the
final product comes to the market. Each product undergoes a number of
qualities control test to bring in uniformity and quality. Each field requires
skillfully handling and training at given at each step which will help us in the
long run.
 CONTENTS

1. INTRODUCTION TO DMRC
2. ROLLING STOCK
3. SALIENT FEACTURE
4. VEHICLE
• TRAIN INFORMATION
• SALIENT FEATURES
• CAR BODY STRUCTURE
• BOGIE
• COUPLERS
5. PROPULSION SYSTEM
• CONVERTER/INVERTER
• MASTER CONTROLLER & REGENERATION
• TRACTION MOTOR
6. AUXILIARY POWER SUPPLY SYSTEM
• STATIC INVERETER
• BATTERY
7. BRAKES AND PNEUMATICS
• MAIN AIR SUPPLY SYSTEM
• AIR SUSPENSION
• AUXILIARY FUNCTION – Pantograph
• AIR BRAKES
8. PASSENGER SALOON DOOR
• MAJOR COMPONENTS
9. FUTURE SCOPE
10. CONCLUSION
 INTRODUCTION TO

Delhi Metro Rail Corporation (DMRC)

The Delhi Metro is a rapid transit system serving Delhi and its satellite cities
of Gurgaon, Noida, Faridabad, Ghaziabad, Bahadurgarh and Ballabhgarh, in the National Capital
Region of India. By far the largest and busiest metro in India, and second oldest after the Kolkata
Metro it is the world's 8th longest metro system and 16th largest by ridership. The network consists
of eight colour-coded regular lines, running 343 kilometers (213 mi) serving 250 stations. The
system has a mix of underground, at-grade, and elevated stations using both broad-gauge and
standard-gauge. Delhi Metro operates over 2,700 trips daily, starting at around 05:00 and ending at
23:30 hrs.

Delhi Metro Rail Corporation Limited, abbreviated to DMRC, is a Centre-state Public Sector
company that operates the Delhi Metro. The DMRC is also involved in the planning and
implementation of metro rail, monorail, and high-speed rail projects in India and abroad. The work of
DMRC is broadly fragmented into various parts namely Projects, Operation and Maintenance,
Finance, Human Resources etc. which are controlled by the respective Directors under the direction
of Managing Director.
Construction started in 1998 and the first elevated section (Shahdara to Tis Hazari) on the Red
Line opened on 24 December 2002, inaugurated by then PM Atal Bihari Vajpayee, while the first
underground section (Vishwa Vidyalaya - Kashmere Gate) on Yellow Line opened on 20 December
2004. The development of the network was divided into phases, Phase I containing 3 lines was
completed by 2006, and Phase II in 2011. Phase III is in the finishing stage, and scheduled to be
mostly complete by 2019. Phase IV having received approval, construction is expected to start in
2019.
 Phase I
A total of 65 kilometres (40 mi) long network with 59 stations and the following 3 routes (initial parts
of Red, Yellow and Blue lines) were built within the limits of Delhi state, stations progressively
started to open from 25 December 2002 to 11 November 2006.
Phase-I line completion timelines are given below:

Delhi Metro
Phase 1 Network
Line Line Length Opening
Stations Terminals
No. Name (km) Date
25 December
6 8.3 Shahdara Tis Hazari
2002
Trinagar(Now 3 October
1 Red Line 4 4.1 Tis Hazari
Inderlok) 2003
31 March
8 8.9 Inderlok Rithala
2004
Vishwa 20 December
4 4.0 Kashmere Gate
Yellow Vidyalaya 2004
2
Line Kashmere Central
6 6.84 3 July 2005
Gate Secretariat
Barakhamba 31 December
22 22.9
Road 2005
Dwarka
Blue Dwarka Sector
3 6 6.5 1 April 2006
Line 9
Barakhamba 11 November
3 2.8 Indraprastha
Road 2006
Total 59 65.0

Phase II
A total of 124.90 kilometres (77.61 mi) long network with 86 stations and the following 10 new routes
and extensions was built, out of which seven routes are extension spurs of the Phase I network,
three were new colour-coded lines and three routes connect to other cities (Yellow Line to Gurgaon,
Blue Line to Noida and Blue Line to Ghaziabad) of the national capital region, outside the physical
limits of Delhi state, in the states of Haryana and Uttar Pradesh. At the end of Phases I and II, the
cumulative total length of the network became 189.90 km (118.00 mi) with 151 stations progressively
becoming operational from 4 June 2008 to 27 August 2011.
Phase-II line completion timelines are given below:

Delhi Metro
Phase 2 Network
Line Line Length Opening
Stations Terminals
No. Name (km) Date
Dilshad
1 Red Line 3 3.09 Shahdara 4 June 2008
Garden
Vishwa 4 February
5 6.36 Jahangirpuri
Vidyalaya 2009
Huda City
9 Qutab Minar 21 June 2010
Yellow Centre
2 14.5
Line 26 August
1 Chhatarpur
2010
Central 3 September
9 12.53 Qutab Minar
Secretariat 2010
1 Indraprastha Yamuna Bank 10 May 2009
15.07 Noida City 12 November
10 Yamuna Bank
3 Blue Line Centre 2009
Dwarka Dwarka 30 October
2 2.76
Sector 9 Sector 21 2010
Anand Vihar 27 January
6 6.17 Yamuna Bank
Blue Line ISBT 2010
4
Branch Anand Vihar
2 2.57 Vaishali 14 July 2011
ISBT
14 Inderlok Mundka 2 April 2010
Green
5 18.46 Ashok Park 27 August
Line 2 Kirti Nagar
Main 2011
Central 3 October
13 13.6 Sarita Vihar
Secretariat 2010
6 Violet Line
14 January
3 4.2 Sarita Vihar Badarpur
2011
Dwarka 23 February
4 New Delhi
Orange Sector 21 2011
Airport 22.70
Line 15 August
2 Dhaula Kuan & Delhi Aerocity
2011
Total 86 124.90
 Phase III
Work on Phase III started in 2011, with 2016 being the planned deadline, more than 20 tunnel boring
machines were used simultaneously to expedite the work, however, the actual work for the original
was completed in March 2019, (except for a small stretch due to non-availability of land). Later,
certain small extensions to the Delhi Metro were added as part of the Phase - III project which are
still under-construction and expected to get completed by 2020.
Kalkaji Mandir to Botanical Garden section of Magenta Line was inaugurated by Prime
Minister Narendra Modi on Christmas 2017, making it the first driverless metro line of Delhi Metro.
The expected daily ridership of the whole network of all phases, after the completion of Phase-III, is
4 million passengers. The communication-based train control (CBTC) is being used in Phase-III
trains which enables trains to run at a short headway of 90 seconds. Keeping this in mind and other
constraints, DMRC changed its decision to build 9-car-long stations for new lines and instead opting
for shorter stations which can accommodate 6-car trains.
Phase-III line completion timelines are given below:

Delhi Metro
Phase 3 Network
Line Line Length Opening
Stations Terminals
No. Name (km) Date
Shaheed
1 Red Line 8 9.41 Dilshad Garden Sthal(New 9 March 2019
Bus Adda)
Samaypur 10 November
3 4.37 Jahangirpuri
Yellow Badli 2015
2
Line Samaypur (Expected :
1 1.057 Siraspur
Badli August 2019)
Noida
Blue Noida City
3 6 6.675 Electronic 9 March 2019
Line Centre
City
Brigadier
Green
5 7 11.182 Mundka Hoshiyar 24 June 2018
Line
Singh
Central Kashmere
7 9.37 28 May 2017
Secretariat Gate
Violet Escorts 6 September
6 9 13.875 Badarpur
Line Mujesar 2015
Escorts Raja Nahar 19 November
2 3.205
Mujesar Singh 2018
Durgabai
Deshmukh 14 March
12 21.56 Majlis Park
South 2018
Pink Campus
7
Line
Durgabai
6 8.1 Deshmukh Lajpat Nagar 6 August 2018
South Campus
 Delhi Metro
Phase 3 Network
Line Line Length Opening
Stations Terminals
No. Name (km) Date
Trilokpuri 31 October
15 17.8 Shiv Vihar
Sanjay Lake 2018
Mayur Vihar 31 December
5 9.7 Lajpat Nagar
Pocket I 2018
Mayur Vihar Trilokpuri (Expected :
0 1.5
Pocket I Sanjay Lake August 2019)
Botanical 25 December
9 12.64 Kalkaji Mandir
Magenta Garden 2017
8
Line Kalkaji
16 25.26 Janakpuri West 29 May 2018
Mandir
(Expected :
3 4.295 Dwarka Najafgarh September
Grey 2019)
9
Line (Expected :
Dhansa Bus
1 1.18 Najafgarh December
Stand
2020)
Orange Dwarka Sector (Expected :
Airport 1 1.878 ECC Centre
Line 21 2020)
109 160.6
ROLLING STOCK

The Metro rolling stock was initially manufactured by a consortium of companies comprising
ROTEM, Mitsubishi Corporation (MC), and Mitsubishi Electric Corporation (MELCO). The
rolling stocks are now being built by Bharat Earth Movers Limited (BEML). Trains run on
broad gauge (1676 mm) and consist of four 3.2 meter wide stainless steel lightweight coaches with
vestibules permitting movement throughout their length. The system is extensible up to 8 coaches.
MADE IN INDIA METRO
DMRC, a company with equal equity participation from the Government of India and the Government
of Delhi, built and operates the Delhi Metro. DMRC was certified by the United Nations in 2011 as the
first metro rail and rail-based system in the world to get carbon credits for reducing greenhouse gas
emissions, reducing carbon emission levels in the city by 630,000 tones every year.
 VEHICLE
➢ TRAIN FORMATION
At present each train-set consists of four cars. Both ends of the train-set are driving trailer car and
middle cars are motor cars. The trailer cars are defined as "DT" car and motor cars are defined as
"M" car.

The train-set can be controlled as a complete unit or as separate units for various maintenance
activities at the depot.

1) 4 car - DT-M-M-DT

2) 6 Car – DT-M-M-T-M-DT

3) 8 Car – DT-M-M-T-M-T-M-DT

DT M M DT

SALIENT FEATURES

1. Broad Gauge
2. 25 KV Supply Voltage System
3. Light Weight Stainless Steel Structure
4. Three phase A.C. Induction Motor
5. Fail safe braking system with regenerative Braking
6. VVVF Control
7. Reinforced conical rubber primary suspension
8. Secondary Air Suspension
 9. Uniform Floor Height
10. Jerk Controlled Braking
11. Slip/Slide protection
12. Train Integrated Management System
13. PLC based saloon Air-conditioning system
14. Electrically Operated and electronically controlled Saloon Doors
15. Emergency Door
16. ATP/ATO

➢ CAR BODY STRUCTURE

The car body is a welded structure, which includes the under frame, side wall, end wall and roof.
The under frame is built with camber and designed to withstand the dead weight and loads.
Main Structural Components:
The main structural components of car body structure are as under –
a. Side Wall
b. End Wall
c. Roof
d. Under frame
e. Cab

Materials:
The body structure is mainly of high-tensile stainless steel and used main materials are SUS301L
and SUS304.
The main structure is made of SUS301L and inside frame is mainly made of SUS304. The center
sill and the bolster of underframe are made of SMA490BP

Characteristics:

• High corrosion resistance

- No painting

- No repair due to no-corrosion damage.

- Easy maintenance due to smoothness of the surface

➢ Light weight

- Slightly heavier than AL body: about 25%

➢ Lower life cycle cost

- Life endurance of stainless steel body: 40 years (General), 30-35 years

➢ Safety

- In case of collision: The absorbing energy of stainless steel body: 2.5 times of carbon
steel.

- In case of fire: The melting point is about 4,420℃ for stainless steel and 650℃ for
aluminum.

Prominent Dimensions and Tolerances:

I) Length over Body DT : 21,640mm M : 21,340mm
II) Car body length (Including coupler
DT : 22,340mm M : 22,240mm
length)
III) Maximum width of Body (Including
3,200mm
door thickness)
IV) Distance between bogie centers. 15,000mm
V) Height of Aircon from TOR at Car
3,898mm
Center Line
VI) Dropped down Panto height 25kv
4,118mm
from TOR at Car Center Line
VII) Height of floor from TOR 1,130mm
VIII) Height of the coupler center from the
800 +10, -5 mm
top of rail
➢ BOGIE

The bogie comes in many shapes and sizes but it is in its most developed form as the motor bogie
of an electric or diesel locomotive. Here it has to carry the motors, brakes and suspension systems
all within a tight envelope. It is subjected to severe stresses and shocks and may have to run at
over 300 km/h in a high speed application.

Bogie Function:
1. To maintain the load of vehicle body
2. To transfer the traction force and braking force
3. To maintain good ride quality and stability
4. To pass the curved track smoothly.

Overall Description of DMRC Bogie:

The bogies, manufactured by Rotem have been developed from an existing proven range. The
bogies are of conventional H frame design, with air suspension located between the body-bogie
interface assembly and bogie frame. The bogies are designed with primary and secondary
suspension systems and centre pivot device. The primary suspension comprises conical rubber
springs between the bogie frame and the bogie interface. Centre pivot device transfers traction
forced between the bogies and the vehicle body by means of mono link system.

Bogie Frame:
The bogie frame is H fabricated frame construction with two side frames and transom. The side
frame provides the mounting for the brake equipment, driving gear mounting brackets, traction
motor mounting brackets, the mono link mounting brackets. The centre part of the side frame
provides the mounting support for the air spring assemblies and the brackets for the brake
equipment.
Brake equipment Mono link
mounting brackets mounting brackets

Driving gear
mounting brackets

Traction motor
mounting brackets

View of motor bogie frame (Bottom view)

Wheel Set:
The wheel sets are designed to sustain a high axle load into line with the passenger load of one per
seat and standing as 10 persons per meter square. The axle for motor and trailer bogies are similar,
however the power bogie axles are designed to with stand the extra loads imposed by the traction
loads and have additional mounting seats for the driving gear.
Wheel Base:
The distance between axle center lines, 2.4 m, is optimized to obtain a bogie with a relatively low
wheel wear rate, whilst maintaining stability throughout its operating speed range. It also achieves
a good distribution of vehicle weight onto the role.

Motor bogie wheel set

Trailer bogie wheel set

Antiroll Bar System:

The bogie secondary air suspension is normally insufficient to restrain the roll movements of the
body, hence the fitting of an antiroll bar system is necessary. The system is bogie mounted torsion
bar with forked arm, connected by two links to the under frame of the car body. If the body starts
to roll to one side, this loads one link in tension and other link in compression. This effect twists
the bar and the movement is restrained. The anti roll system consists of equipped anti roll bar,
double bearing rod and rubber bearing.

Air spring

Anti roll bar

Leveling valve

➢ COUPLERS
We generally couple the bogies according to the need. For instance a DT car and M car make a
single unit. They are not uncoupled frequently, hence the coupling should be permanent.
Accordingly DT-DT coupling is automatic whereas DT-M car coupling is semi permanent.

DT M M DT

FAC SPC IAC SPC FAC

FAC Front Automatic Coupling
SPC Semi permanent Coupling
IAC Intermediate Automatic Coupling

Automatic Coupling:
The coupler enables automatic coupling of railway vehicles. Coupling of two units is achieved
without manual assistance by driving one unit up to a second unit. Automatic coupling is possible
under angular misalignment both horizontally and vertically. The coupler permits the coupled
trains to negotiate vertical and horizontal curves and allows rotational movements. Besides the
mechanical coupling, electric and pneumatic coupling is achieved. The shock absorbers ensure
cushioning effect. Connection of the air pipes is automatically accomplished as the couplers are
mechanically coupled. Uncoupling is achieved automatically by remote control from the driver’s
cab or manually from trackside.

Semi Permanent Coupling:

The semi-permanent coupler is designed to ensure a permanent connection of railway vehicles
which in traffic form a unit and therefore need not to be separated unless in an emergency or in
workshop for maintenance. The couplers halves are connected by means of easily detachable muff
couplings thus ensuring a rigid, slack free and safe connection. The coupler permits coupled trains
to negotiate vertical and horizontal curves and allows rotational movements. Connection of the air
pipes is automatically accomplished as the couplers are mechanically coupled. Separation of the
coupler halves can only be effected manually.
 PROPULSION SYSTEM

The Propulsion or traction system provides the tractive effort to accelerate the train and also
provides the electrical braking effort, which assists in the deceleration of the train. The propulsion
system is controlled by means of train line commands and a pulse width modulation (PWM) signal.
The train line commands and the PWM signal is controlled either by the driver using the master
controller mounted in the driver’s console. The PWM signal is an input torque demand signal into
the Variable Voltage Variable Frequency (VVVF) Inverter control unit. The output power to the
Traction Motors is controlled to match the PWM signal demand. In this way all the motorcars in
the train will produce the same tractive effort.
The traction system comprises the following main components:
a. AC Reactors (M car)
b. Converter / Inverter Box (M car)
c. Traction Motors.
The traction system can be described as a "Three-phase Drive" with VVVF control. The Converter
carries out the constant DC output voltage control and constant AC-side power factor control. The
VVVF Inverter output voltage waveform is a PWM type using Insulated Gate Bipolar Transistors
(IGBT).
The traction command flows in the following manner –

TBC

PWM Generator

PWM Signal
Converter/Inverter Traction Power from MTR

Traction Motor
 Manufacturer: Mitsubishi Electric
Voltage Rating: 952V ac

Inductance: 800 μH 15%

Continuous rating: 513A ac
Insulation
Cooling System: Natural cooling enhanced by train movement
(2m/second)
Overall Length: 765 mm

Overall Height: 600 mm

Overall Width: 700 mm

Mass: 230 kg

➢ CONVERTER/INVERTER
Location:
The Converter / Inverter box is located in the middle of the under frame of each motor car. Access
to the Converter / Inverter unit is only possible from underneath the car.
Function:
The 25000V AC is supplied to the Main Transformer through VCB. Main Transformer supplies
1058V AC to Converter unit. The converter converts 1058V ac obtained in the secondary windings
of the main transformer to a constant DC voltage of 1900V. This converter consists of the IGBT
module with control and self-protection function. The converter carries out PWM control, making
it possible to make the phase difference between the primary voltage and current of the main
transformer a zero. In other words, a power factor of 1.0 can be obtained. During regenerative
brake operation, the converter is also capable of inversely converting 1900V dc to 1058V ac,
providing efficient powering and regenerative operation without switching the main circuit. This
1900V DC is converted into 3 phase AC variable voltage variable frequency by the inverter and
supplied to Traction Motors. The inverter controls the voltage applied to the Traction Motors to
modify the tractive effort and controls the frequency to change motor speed.
A constant slow speed operation is included into the VVVF control functions, which allows the
driver to select a desired train speed around 5 Km/h. The train will maintain this speed once
selected until the constant slow speed operation is cancelled. The Converter / Inverter responds to
the train line commands originating at the Master controller and Mode selector.

Block Diagram of Converter/Inverter:

Secondary winding AC Converter DC link Central block

of MT Contactor unit Capacitor contains OVCRf and
GR unit

Traction
Motor Inverter unit

Gate control unit gives command to

all the indicated blocks as per the
parameters already set and input
coming from different sensors
CI Major Components:
This Converter / Inverter box consists of the following main equipment items,

• Converter unit (For conversion of a.c. input into 1900 V dc)

• Inverter unit (For inversion of 1900 V dc into three phase VVVF ac)

• Control unit (For controlling all the functions of C/I)

• AC contactor (It connects the input supply to the converter)

• Current transformer (For monitoring purpose)

• OVCRf unit (For quick discharging in case of over voltage, when MS

is OFF)
• GR control unit (For detecting the ground current)

• Charging parts (Charging diode, Charging transformer,

Charging AC contactor)
(For initial charging of converter IGBT’s)

• Power supply unit (For supplying power to the equipments inside

the C/I box)

• AC capacitor (For stabilising and filtering purpose)

CI Working Flow Chart:

Supply from M.T. tertiary winding Supply from M.T. secondary winding
(470V) (952V-1058V)

Filter reactor
Charging circuit which contains step
up transformer and rectifier unit

Contactor k1 closes if proper input is

available and there is no fault condition
Charging of filter capacitor up to
1500v

Converter unit for conversion of AC to

1900V DC

DC link circuit, which consists of filter capacitor unit

Inverter unit, which changes 1900V DC to three phase variable voltage and variable
frequency output for the speed and torque control

1.1.1.1.1.1 Variable voltage and variable frequency to traction motor

 Bolted Covers For
GR Unit Resistor

K Contactor
Converter Power Converter Power
Inspection Cover
Unit Unit

Gate Control Unit

Inspection Cover

Inverter Power Gate Control Units

Unit
Inverter Power
Unit
MASTER CONTROLLER
Location:
The Master Controller is located in the driver’s console.
Function:
(a) Selects the operational mode
(b) Generates the motoring and braking signals.
(c) Generates the PWM signal according to the position of the Master Controller handle.
(d) Provides the Deadman safety device.

System Controls:

The Mode Selector Switch is used to select the train-operating mode. There are five selectable
positions, which are:
• Off (OFF)

• Reverse (REV)

• Stand-By (STANBY)

• Forward (FOR)

• Automatic Train Protection (ATP)

Operating Principles:

To operate the Master Controller the driver’s key must be inserted and rotated to the unlocked
position. This releases the locking mechanism from the Mode Selector Switch and allows it to
be moved to the desired operating mode. Once the Mode Selector Switch has been moved away
from the Off position the driver’s key cannot be removed. The Master Controller Handle can
only be operated when the Mode Selector Switch is in one of the following positions:

• Reverse

• Stand-By (Only service braking and emergency braking)

• Forward

• ATP

The Mode Selector can only be moved when the Master Controller Handle is in the Bmax (full
service brake) position.
 Design and Performance Data:
Manufacturer: Mitsubishi Electric
Overall Length: 310 mm
Overall Height: 166.5 mm
Overall Width 300 mm
Weight: 13 Kg

Regeneration of Power:
As soon as the train operator generates the braking command, the proportionate command also
goes to C/I. The inverter changes the stator frequency in such a way that the same motor starts
working as the generator and the energy generated is used in the retardation of the train. But
Electric braking effort varies in different speed range so to achieve the necessary retardation the
remaining braking effort is supplemented by the pneumatic brakes. This is known as brake
blending. This is made possible by intercommunication between C/I and BECU. The C/I
generates an equivalent analogue command for the electric braking effort and sends it to the
BECU of M-car, which further calculates the remaining braking effort.

The electric braking is available up to 5 kmph below this full braking effort is supplied as
friction brake. However this transition cannot occur instantaneously so a changeover period is
required as shown in the figure

C/I Brake Blending Characteristic

Electric Pneumatic
Braking Brake Brake
Effort

Speed
10 km/h 5 km/h 0 km/h
➢ TRACTION MOTOR

Rotor Assembly

Speed
Sensor

Stator Assembly

The Traction Motor is a 220 kW, 4 pole, squirrel-cage, 3-phase self-ventilated induction motor.
The Traction Motor employs a Class 200 insulation system. The Traction Motor exterior is a
frame-less type with linking iron core clamps and a coupling plate. The motor frame is equipped
with a vehicle fitting nose and fitting seat.
A fan is mounted to the rotor shaft to draw air into the motor to provide cooling air to the rotor
and stator. The air enters the motor through the air inlet on the top of the non-drive end of the
motor and exits through the vents in the motor frame at the drive end of the motor. A Roller bearing
is used on the drive side of the rotor and Ball bearing is used on the non-drive side of the rotor.
Location:
Two 220kW Traction Motors are mounted on the transom of each motor car bogie
Function:
The Traction Motor provides the necessary torque to move the train. This torque is applied to each
wheel set in the motor cars via an axle-mounted gearbox, which is connected to the motor via a
coupling. The Traction Motor has the capacity to reduce the speed of the train by acting as a
generator. The momentum of the train causes the motor to rotate, and by adjusting the slip
frequency in the stator, the motor generates power back into the overhead supply. This causes a
braking effect on the train, which reduces the wear rate of the pneumatic brakes.
System controls:
Each motor car has four traction motors (two per bogie), with all four Traction Motors controlled
by a Variable Voltage Variable Frequency controller (VVVF).

Technical Specification:
Capacity 220KW
Voltage 1040V
Current 150A
Speed 2135 r/min
Freq 72.5 Hz
Poles 4
Mass 695kg
 AUXILIARY POWER SUPPLY SYSTEM

The Auxiliary power supply System is divided into two sub-systems:

1. STATIC INVERTER
2. BATTERY

➢ STATIC INVERETER

Location:
Auxiliary Converter Box (SIV Box) is located on the under frame of each DT car.
Function:
The function of SIV is to provide stable power supply to the train auxiliary loads of one unit (DT+
M). The different SIV outputs and their consumers are as under:
• 415V AC 3 phase 50 Hz used for the input to
a. Main air compressor
b. Main transformer blower motor & oil pump
c. Saloon Air-conditioning and Cab Air-conditioning
• 230V single phase AC 50 Hz used for the input supply to :
a. Saloon AC lighting
b. 230V socket outline of each car
• 110V DC used for supplying
a. Control circuit
b. Battery charging
c. Saloon DC lights
Performance Data of SIV:

Type of output AC output AC output DC output

Rated voltage AC415V  5% AC230V  5% DC110V  5%

Rated frequency 50Hz  1% 50Hz  1% -

Rated capacity 151kVA 11Kva 18kW

Output voltage distortion Below 5% Below 5% -

Overload Capacity 150%, 10sec. 100% continuous 100% continuous

Main
Parts of SIV:
▪ Input charging contactor IVK 1&2 (for making contact between input converter unit)
▪ Output contactor SIVK (for connectivity between output of inverter and load)
▪ Relay unit (It contains different relays such as VCBTPR, SDRXR, SIVFLR and SIVKAR)
▪ Power unit (It contains IGBT’s)
▪ Charging resistor (RC) unit (Prevents high inrush current during initial charging)
▪ Transducers (For monitoring of different parameters)
▪ Input filter reactor (For reducing harmonics towards OHE)
▪ Input filter capacitor (For reducing harmonics towards OHE)
▪ Output filter capacitor (For reducing harmonics towards output)
▪ Output filter reactor (For reducing harmonics towards output)
▪ Battery charger transformer (TR1) (For changing 3 phase 415V to 3 phase 104V ac and 220V
single phase ac)
▪ Battery charger unit (For conversion of 104V 3 phase ac to 110V dc)
Working of SIV:

Input comes from main transformer tertiary winding (470V single phase ac)

As soon as control unit detects the input supply it sends command to input contactor
IVK2 for initial charging of filter capacitor after 2 sec it closes IVK1

Input filter ACL 1&3 find ACFC prevents from going the harmonics generated due to
switching of IGBT towards OHE

Converter unit converts the 470V input to 825V DC. This is done by four IGBT’S along
with filter capacitor (FCU)

DC link circuit consists of HT sensors for monitoring and also CP-CN capacitors for making
neutral point

Inverter unit for inversion of 825v dc to three-phase 415v ac

Output filtering unit ACL2 and ACC for preventing harmonics to go towards load

Three pole output contactor for quick connection and disconnection of SIV output and load

Three phase auxiliary loads

Three phase transformer TR1 which converts three phase 415v to three phase 104v.also
220v single phase output is taken from here.

Battery charger unit, which gives 110v dc.

➢ BATTERY
The battery is used for following applications-
1. During Train Start up
a) Aux Compressor
b) Control Circuit Supply
c) Emergency Saloon Lights
2. Emergency loads(when SIV not working)
a) Emergency Saloon Lights
b) Emergency Ventilation
c) Control Circuit Supply

Battery Construction:
The Nickel-cadmium battery provided in the DMRC trains consists of 76 SRM 250 cells with
stainless steel container that are installed in wooden crates. The battery consists of 16 wooden
crates of 4 cells each and 4 wooden crates of 3 cells each only instead of 4.
Within a crate, the cells are series connected with rigid connections made of nickel plated copper.
The crates are series connected with flexible connections made out of multi-strand copper cables.
The battery is installed in the battery box, which is installed on the M-car under frame.

Battery Characteristics:
PARAMETER VALUE
Cell model type SRM250
Rated capacity 250Ah
Battery nominal voltage 91.2V
No. of cells 76
No. of terminals per cell 2
 BRAKES AND PNEUMATICS

This section describes the on-board, compressed air auxiliary services required by trains and how
they are provided on the locomotive and passenger vehicles.

Pneumatic Parts Providing Company:

Knorr- Bremse, Munich, Germany

➢ Characteristics of Compressed Air

Its astonishing that pneumatics could spread so forcibly and rapidly in such a relatively short span
of time. Amongst among other reason, this is due to the fact that in some problems of automation
no other medium can be used more readily and more economically.

The characteristics that so distinguish compressed air are:-

• Amount: Air is available practically everywhere for compression, in unlimited quantities.
• Transport: Air can be easily transported in pipelines, even over larges distances. It is not
necessary to return the compressed air.
• Storable: A compressor need not be in continuous operation. Compressed air can be stored in
and removed from a reservoir.
• Temperature: Compressed air is insensitive to temperature fluctuations. This ensures reliable
operation, even under extreme conditions of temperature.
• Explosion Proof: Compressed air offers no risk of explosion or fire, hence no expensive
protection against explosion is required.
• Cleanness: Compressed air is clean since any air which escapes through leaking pipes or
elements does not cause contamination.
• Construction: The operating components are of simple construction, and are therefore
inexpensive.
• Speed: Compressed air is very fast working medium. This enables high working speed to be
attained. (Pneumatic cylinders have a working speed of 1-2 m/sec.)
• Adjustable: With compressed air components, speed and air are infinitely variable
• Overload Safe: Pneumatic tools are operating components, can be loaded to the point of
stopping and they are therefore overloading safe.
• In order to be able to accurately define the areas of application of pneumatics, it is also
necessary to be acquainted with negative characteristics:-
• Preparation: The compressed air needs good preparation. Dirt and humidity should not be
present. (They cause wear of pneumatic components.)
• Compressible: It is not possible to achieve uniform and constant piston speed with
compressed air.
• Force Requirement: Compressed air is economical only upto a certain force requirement.
Under the normally prevailing working pressure of 700 KPa (7 bar) and dependent on the travel
and speed, the limit is between 20000 and30000 N.
• Exhaust Air: The exhaust air is loud. This problem has now, however been resolved due to
the development of sound absorption material.
• Costs: Compressed air is a relatively expensive means of conveying power. The high energy
costs are partially compressed by inexpensive components and higher performance (number
of cycles.)

➢ Safety Features
• If main air compressor is malfunctioning, information is shown to train operator through
HMI (Human Machine Interface) i.e. TIMS.
• Air dryer’s malfunctioning is also shown on TIMS.
• In case of, emergency brake applied due to opening of emergency loop, and then also
information is provided on TIMS (Train Integrated Management System).
• If any of the components of BCU is malfunctioning, then also fault is generated on TIMS.
• Also all the indication regarding parking brake and service brakes are provided on TIMS.
• Safety valves are provided so that pressure can not be built above specified unit.
• Back up brake is provided in case of total failure of electric or electronic equipments.
• Signal protection valve is provided (two number in each car) which will stop the air supply
to other car in case of heavy leakage in other car.
➢ MAIN AIR SUPPLY SYSTEM
Main air supply system consists of following components-
• Air compressor
• Oil separator
• Air dryer
• Motor governor
• Main reservoir tank
• Safety valves
Main air compressor compresses the air and develops pressure upto 8 to 10 bar. To filter the air,
there is one oil separator which takes out all the air particles and it simultaneously drains it out.
There is also one air dryer which is used to make air dry. Air is 99% dry after circulating from air
dryer. Air dryer contains two towers. While one is absorbing moisture other is drying itself and
vice versa. Then there is a micromesh filter which completely removes any foreign particles from
the air. The air generated by compressor is stored in 200 L tank which will further supply the air
to its consumers. It also consists of auto drain valves which drain out oil and moisture from oil
separator and 200 l tank into atmosphere. It also has a governor which governs the starting and
stopping of main air compressor. When the pressure is 10 bar, governor cuts off the supply and
when the pressure goes below 7.5 bar it again start it.
Air supply is used into the following components-
1. Air Suspension
2. Air Brakes
a. Service brakes
b. Emergency brakes
c. Holding brakes
d. Parking brakes
e. Backup brakes
3. Air horns
4. Pantograph
➢ AIR SUSPENSION
Placing the car body on air pressure springs instead of the traditional steel springs has become
common over the last 20 years for passenger vehicles. The air spring gives a better ride and the
pressure can be adjusted automatically to compensate for additions or reductions in passenger
loads. The changes in air pressure are used to give the brake and acceleration equipment the data
needed to allow a constant rate according to the load on the vehicle.

In DMRC trains, suspension provided in coaches is of primary and secondary types:-

• Primary Suspension: It is of conical rubber spring type. The springs are attached to spring
seat of the bogie frame. The wheelset transfers the forces directly through the conical
rubber springs to the bogie frame. Each of three bogies is fitted with same springs. The
assemblies are interchangeable. The conical bonded rubber springs, which are mounted
above the axle boxes, are used as primary suspension system.
• Secondary Suspension: They are provided by air bags which are controlled
pneumatically.
Secondary type is used with two principles:-
1. To ensure good ride quality.
2. To ensure the vehicle floor height remain equal in all riding conditions.
Air bags are provided four in number on each car. They are filled with air, with the help of leveling
valve. Leveling valve will take care of the vehicle floor height in all conditions. These air bags
absorb the shocks giving very good ride comfort.
The supply from air bags is tapped from main reservoir pipe. This main reservoir pipe is filled by
200L tank. So air is taken from main reservoir line and is further stored into 50L tank, it goes to
further 70L tanks from where it is finally supplied to air bags.

➢ AUXILIARY FUNCTION - Pantograph

It is a mechanism which is used to tap electricity from overhead wires. It is a simple mechanism
in which lever moves up and touch the overhead wires to tap or to connect with the electricity. The
movement of this pantograph is controlled pneumatically. For this air is being taken from main
reservoir line and stored in 25l tank. From 25 l tank this air goes to pantograph controlling unit.
This pantograph control unit will use this air to regulate the pantograph mechanism. In case of no
main reservoir supply, additional mini air compressor is provided which will provide air supply
for panto mechanism by using 110 V d.c. supply (it works only for two to three minutes.)
completely dead locomotive is only possible if there is battery power and some compressed air
available to get the pantograph up to the overhead power supply. After all, nothing will work on
the loco without power. So, a small, battery powered compressor is provided to give sufficient
compressed air to raise the pantograph.
As soon as the pan is up, full power is available to operate the main compressor. For safety a 9
bar safety valve is also provided to control this mini air compressor. To control this mini air
compressor, a governor is also provided.

Pantograph
➢ AIR BRAKES
A moving train contains energy, known as kinetic energy, which needs to be removed from the
train in order to cause it to stop. The simplest way of doing this is to convert the energy into
heat. The conversion is usually done by applying a contact material to the rotating wheels or to
discs attached to the axles. The material creates friction and converts the kinetic energy into
heat. The wheels slow down and eventually the train stops. The material used for braking is
normally in the form of a block or pad.
The vast majority of the world's trains are equipped with braking systems which use compressed
air as the force to push blocks on to wheels or pads on to discs. These systems are known as "air
brakes" or "pneumatic brakes".

Types of Brakes
1. Service Brakes:
This is the main braking system which provides braking to train in normal conditions. This service
brakes are provided with electric regenerative pneumatic brakes. A regenerative brake is a
mechanism that reduces vehicle speed by converting some of its kinetic energy into a storable form
of energy instead of dissipating it as heat as with a conventional brake. The captured energy is
stored for future use or fed back into a power system for use by other vehicles. As the driver applies
the brakes through a conventional pedal, the electric motors reverse direction. The torque created
by this reversal counteracts the forward momentum and eventually stops the car.
But regenerative braking does more than simply stop the car. Electric motors and electric
generators (such as a car's alternator) are essentially two sides of the same technology. Both use
magnetic fields and coiled wires, but in different configurations. Regenerative braking systems
take advantage of this duality. Whenever the electric motor begins to reverse direction, it becomes
an electric generator. This generated electricity is fed into a chemical storage battery and used later
to power the train. But it is generally not sufficient to stop the train; therefore pneumatic auxiliaries
are used to further stop the car.
To provide service brakes components involved are:-

1. BECU- Brake Electronic Control Unit:

It is the heart of controlling services and emergency brakes. It gets input on the basis of load (from
air suspension). It has software loaded in it. It also get input from the train operator that how much
braking is required. When train operator demands for braking, he gives signal to BECU.
Accordingly BECU gives command for braking first by electric regenerative braking and if
braking effort is not sufficient then it will give command for pneumatic braking. The braking
provided is load corrected, that is, more the load more will be the pressure applied and less the
load less will be the pressure applied and jerk corrected. During braking, wheel slide protection is
also provided by a pneumatic valve known as anti skid valve. This anti skid valve is controlled by
BECU.

2. BCU-Brake Control Unit:

It takes command from BECU and act accordingly by using valves provided in it. For pneumatic
braking BECU will give electric signal to BCU. These electric signals are converted to pneumatic
signals by BCU. According to these pneumatic signals, BCU will generate pressure for braking.
This pressure is applied to TBU.
Main components of BCU are:
1. Analogue converter(for service brakes)
2. Emergency brake valve
3. Double check valve(for back up brake)
4. Pressure transducer(it converts pneumatic signal to electric signal)
5. Relay valve
6. Load limiting valve(for load correction)
Diagram Showing Steps from Brake Demand To Brake Application

Brake demand from TBC

Pneumatic brake demand from BECU

Analog converter

Conversion of electrical signal to pneumatic

Emergency brake valve

Check valve

Electric load signal from BECU to pressure transducer

Control pressure to relay valve

Brake application
2. Emergency Brakes:
It is used in case of emergency conditions. It can be applied by the train operator or in case if
certain conditions are not fulfilled (loop of conditions is broken). This signal will go to BECU and
BECU again give electric signal to BCU and BCU further change this signal into pneumatic signal
and applies emergency brakes. Emergency brake is also load corrected.
3. Parking Brakes:
Four number of parking brake mechanism are provided on each car, two per bogie. Parking brakes
are used for parking the train in depot and these are installed at driving trailer cars (one set per
axle).
Parking brakes can be applied manually or these may apply automatically when the main reservoir
pipe pressure is low.
4. Holding Brakes:
It is provided to prevent the train from rolling back on a rising gradient or from train from moving
at the station. It is also provided by BECU which further command to BCU by applying holding
brake. Holding brakes are seventy percent of full service brakes.
5. Back Up Brake (Bp):
Additional brake pipe controlled, back up brake system is provided in order to take over the brake
control function in case of failure of individual electronic or electrical control elements.
The driver can continue to control the pneumatic friction brake by using the driver’s brake valve.
The driver is able to apply or release the pneumatic brake by operating the driver’s brake valve
installed at the driver’s cab. By the brake valve the brake pipe pressure can be reduced or increased
depending on the time the brake lever is maintained at braking or driving. During the normal
service brake operation, the driver’s brake valve lever shall be maintained at driving.
 PASSENGER SALOON DOOR

The passenger saloon door system comprises electrically powered, double leaf, sliding doors
designed to permit safe entry and exit for passengers from the train cars.
Location:
Five door sets are located along each side of each "DT," "M," "M," and "DT" car.
Function:
The door system is designed to permit safe entry to and exit from the train cars. The door system
is also designed to prevent entry or exit from the train when the train speed exceeds 5 km/h.
Passenger and crew safety is maintained at all times. The doors provide for physical, thermal and
acoustic separation from the external environment. All bodyside doors include emergency access
systems that are operated manually.

Passenger Saloon Doors Position Numbering-Complete Train Set

Design and performance details:
a) To allow clear passage through an area of 1400 mm wide by 1900 mm high for each
saloon door, or 600 mm wide by 1920 mm high for each cabin door.
b) To permit safe entry to and exit from the train cars.
c) To prevent entry or exit from the train when the train speed exceeds 5 km.
d) To maintain passenger and crew safety at all times.
e) To not cause injury to passengers, crew or other person under normal operating
conditions.
f) Prevent ingress of dust and water.
 g) To include emergency access systems that are operated manually.
h) The internal emergency release handle can be used to open doors while the train is in
motion.
i) To enable control and reporting of door actions and status to the TIMS through the DCU.
j) To allow adjustment of the door forces via a laptop computer connected to the DCU, or
by the TIMS in special LDR mode.
k) To not exceed an opening force of more than 150 N.
l) To open in a standard time of 2 to 2.5 seconds.
m) To close in a standard time of 2.5 to 3.5 seconds (at 110 V DC)

TYPES:
Four types of door system are provided for the train. These are:
TYPE LOCATION
Passenger body side door system. Each side of each "DT", "M" "M" and "DT"
car, making a total of 8 door sets per car.

Cabin body side door system. Each side of the driving cabin in the "DT" car.

Emergency door system Front of each driving cabin in the "DT" car.

Partition door system Between each driving cabin and the saloon in
the "DT" car.

➢ MAJOR COMPONENTS
The major components of saloon door system are as under:
1. Door Panel
2. Door Control Unit
3. Door Gear Assembly
4. Door Locking Mechanism
 Passenger Door System Major Components

• Door Panels:
Door panels are of aluminum composite construction bonded using aerospace technologies. Two
No of door panels (LH/RH) are provided in each door
.
• Door Control Unit:
The Passenger Saloon Door operates electronically, via the electronic Door Control Unit (DCU),
except when the manual emergency release mechanism is used. The DCU activates door opening
and closing on receipt of signals from the train operator's panel. Door status signals, such as "Door
Open" and "Door Closed and Locked" are returned from the DCU to the train operator’s panel. In
all instances, the DCU controls whether the door can be opened or not. The door can be manually
opened, or closed and locked, regardless of whether power is available.
• 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 movement of door
panels. Motor used is a permanent magnet dc motor.
Major Components

• Transmission Belt and Transmission Pulley: The transmission belt and pulley transmits
the motor movement to the spindle shaft. The transmission pulley is mounted on 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 Door Gear Assembly. 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 provided to open the

any particular doors without opening all doors in case of any emergency. In every car door
no 2 and door no 6 are provided with external emergency release device. Internal
emergency release devices are provided in all cars.
 BLOCK DIAGRAM OF SALOON DOOR
OPERATION
110 V
INPUT SIGNALS
DC
1. CLOSE
SUPPLY
SIGNAL
2. LOCK SIGNAL ISOLATIO
3. EMERGENCY N SWITCH
SIGNAL

OPEN/CLOSE DOOR CONTROL TIMS

COMMAND UNIT (DCU)

SOLENOID

MOTO ENCOD
R ER

SPINDLE
SHAFT
SPINDLE NUT

DRIVE
BRACKET
DOOR PANEL

DOOR
OPEN/CL
OSE
 FUTURE SCOPE
Delhi Metro was planned to be built in phases spread over around 20 years as with each phase
having a target of five years and end of one phase marking the beginning of another. The Phase IV
plan approved by the Delhi Government is expected to add another 103 kilometers (64 mi) and may
commence in 2019 with an expected completion date of 2025. This makes the total length of the
Delhi Metro at the end of Phase IV to exceed 450 kilometers (280 mi), which does not include other
independently operated systems in the National Capital Region such as the 29.7 kilometers
(18.5 mi) long Aqua Line of the Noida-Greater Noida Metro and the 11.7 kilometers (7.3 mi) of
the Rapid Metro Gurgaon that connect to the Delhi Metro.
Phase IV with 6 new routes, with total length of 103.95 kilometers (64.59 mi) and cost of at
least ₹450 billion (equivalent to ₹470 billion, US$6.8 billion or €6.1 billion in 2018), were approved in
December 2018.

Delhi Metro Phase 4 Network

Delhi Metro

Phase 4 Network

Expected
Lin
Line Station Lengt Statu Date of
e Terminals
Name s h (km) s Completio
No.
n

Tughlakaba Delhi
TBC TBA 15 20.5
d Aerocity

Magent Janakpuri Approve

8 25 30 RK Ashram
a Line West d

Pink Maujpur-
7 6 12.55 Mukundpur 2023-2024
Line Babarpur

Indraprasth
TBC TBA 10 12.58 Inderlok
a
Under
Study
Lajpat Saket G
TBC TBA 7 7.96
Nagar Block
 Delhi Metro

Phase 4 Network

Expected
Lin
Line Station Lengt Statu Date of
e Terminals
Name s h (km) s Completio
No.
n

16 21.73 Rithala Narela

Red
1
Line
3 4.86 Narela Nathupur

Cyber City

Via
Yellow Huda City Gurgaon
3 25 31.11
Line Centre railway
station,Pala
m
Vihar,Udyog
Vihar

Noida
Mohan
6 5.1 Electronic
Nagar
City
Blue Mohan
4
Line Nagar
4 5.06 Vaishali Via
Sahibabad

Bata Huda City

TBC TBA 8 30.38
Chowk Centre
TOTA
125 181.83
L

Phase V: Proposed
• Western Peripheral Expressway metro in Haryana along the existing road expressway.
• Yamuna Bank – Loni Border: 12 kilometres (7.5 mi) long, dropped from Phase IV expansion.
• Najafgarh – Narela: proposed for inclusion during the planning of Phase III to be constructed in
either Phase III or Phase IV but subsequently dropped for both. A similar line was proposed
 again during the later stages of planning for Phase IV, this time it was proposed to run
between Dwarka – Prem Piao with the rest of the corridor to Narela transferred over to an
extension of the Red Line. The Red Line extension to Narela was approved for Phase IV but the
remaining section between Dwarka – Prem Piao was subsequently dropped from Phase IV.
Rithala to Narela portion has been approved and included in the phase-IV.
• Raja Nahar Singh – Rundh: Southern extension the Violet Line.
• Kashmere Gate – Wazirabad Surghat: Northern extension the Violet Line.
 CONCLUSION

I have completed my training from the DELHI METRO RAIL

CORPORATION (DMRC), NAJAFGARH DEPOT

In the workshop all the S.S.E & J.E. & SUPERVISIORS of all the shops
helped very much. Without his or her supervision I was not able to
perform the training in all the workshop. I am very grateful to them.

I have learned a lot in the workshop, different type of workshop

technology, testing and working of the parts Door, Motor, Pantograph,
etc of Metro Rail.