SEMINAR (EC405)

ELECTRONICS IN RAIL METRO SYSTEM

MADE BY : ROHAN MALHOTRA (17BEC052)

MEET SINGH CHAUHAN (17BEC053)

GUIDED BY : Dr. D.K. KOTHARI

 RAPID TRANSIT TECHNOLOGY (METRO)

Rapid transit technology is technology used for public, mass rapid transit. Such transit
is commonly known as a Metro or Subway, and it has undergone significant changes in
the years since the Metropolitan Railway opened publicly in London in 1863.
 TRAIN SIZE

Some urban rail lines are built to a loading gauge as large as that of main-line railways;
others are built to smaller and have tunnels that restrict the size and sometimes the
shape of the train compartments. One example is the London Underground which
has acquired the informal term "tube train" due to its cylindrical cabin shape.
 MOTIVE POWER

 Although initially the trains of what is now the London Underground were drawn
by steam engines, virtually all metro trains, both now and historically, use electric
power and are built to run as multiple units.
 The use of overhead wires allows higher power supply voltages to be used.
Although overhead wires are more likely to be used on metro systems without
many tunnels.
 The electric power is generally DC rather than AC, even though this requires
large rectifiers. DC motors were formerly more efficient for railway applications,
and once a DC system is in place, converting it to AC is generally considered
infeasible.
 COMMUNICATIONS BASED TRAIN CONTROL
(CBTC)

Communications based train control is a railway signalling system that makes use of
the telecommunications between the train and the track equipment for the traffic
management and infrastructure control.
 A CBTS system is a continous automatic train control system utilizing high
resolution train location detection,independent from train circuits: bidirectional
train to Wayside data communications.
 The main objective of CBTC is to increase capacity by reducing the time interval
between trains.
 CBTC only contain a small part of systems that use radio communication
technology.
 CBTC AND MOVING BLOCK
 In CBTC systems train continously calculate and communicate their status via radio
to the wayside equipment distributed along the line.
 The status parameters include exact position,speed,travel direction and braking
distance.
 This information allows caculation of the area potentially occupied by that
particular metro train.
 Thus the wayside equipments define the area that must not pe passed by another
metro train untill it gets cleared from the first.
The points are communicated to make the trains automatically and continously adjust
the speed while maintaing the safety and comfort requirements.
So the trains continously recieve information regarding distance to the preceding train
and are able to adjust the safety distance accordingly.
 ARCHITECTURE
• The typical architecture of a modern CBTC system comprises the following main
subsystems:
• Wayside equipment, which includes the interlocking and the subsystems
controlling every zone in the line or network (typically containing the
wayside ATP and ATO functionalities). Depending on the suppliers, the
architectures may be centralized or distributed. The control of the system is
performed from a central command ATS, though local control subsystems may be
also included as a fallback.
Train to wayside communication subsystem, currently based on radio links.
Thus, although a CBTC architecture is always depending on the supplier and its
technical approach, the following logical components may be found generally in a
typical CBTC architecture:
 GRADES OF AUTOMATION
Modern levels of CBTC allows different levels of automation. The grades of automation
available range from a manual protected operation.
The technology can be automated to the level where the metro can operate without
driver , higher the grade of automation ,higher the safety,functionality and level of
performance must be.
 APPLICATIONS
• CBTC systems allow optimal use of the railway infrastructure as well as achieving
maximum capacity and minimum headway between operating trains, while
maintaining the safety requirements. These systems are suitable for the new highly
demanding urban lines, but also to be overlaid on existing lines in order to
improve their performance.
• Of course, in the case of upgrading existing lines the design, installation, test and
commissioning stages are much more critical. This is mainly due to the challenge
of deploying the overlying system without disrupting the revenue service.
 ADVANTAGES
 The evolution of the technology and the experience gained in operation over the
last 30 years means that modern CBTC systems are more reliable and less prone to
failure than older train control systems. CBTC systems normally have less wayside
equipment and their diagnostic and monitoring tools have been improved, which
makes them easier to implement and, more importantly, easier to maintain.

 CBTC technology is evolving, making use of the latest techniques and components
to offer more compact systems and simpler architectures. For instance, with the
advent of modern electronics it has been possible to build in redundancy so that
single failures do not adversely impact operational availability.

 Finally, it is important to mention that the CBTC systems have proven to be more
energy efficient than traditional manually driven systems.

 The use of new functionalities, such as automatic driving strategies or a better

adaptation of the transport offer to the actual demand, allows significant energy
savings reducing the power consumption.
CBTC PROJECTS
 AUTOMATIC PLATFORM SCREEN DOORS
Platform screen doors (PSDs) and platform edge doors (PEDs) at train or subway
stations separate the platform from the train. They are a relatively new addition to
many metro systems around the world, some having been retrofitted to established
systems. They are widely used in newer Asian and European metro systems.
These doors help to:

• Prevent people from accidentally falling onto the tracks, getting too close to
moving trains, and committing suicide(by jumping) or homicide (by pushing).
• Prevent or reduce wind felt by the passengers caused by the pistoneffect which
could in some circumstances make people lose their balance
• Improve safety—reduce the risk of accidents, especially from trains passing
through the station at high speeds.
• Improve climate control within the station (heating, ventilation, and air
conditioning are more effective when the station is physically isolated from the
tunnel).
• Improve security—access to the tracks and tunnels is restricted.
• Lower costs—eliminate the need for motormen or conductors when used in
conjunction with Automatic Train Operation, thereby reducing manpower costs.
• Prevent litter buildup on the tracks, which can be a fire risk.
• Improve the sound quality of platform announcements, as background noise from
the tunnels and trains that are entering or exiting is reduced.
• At underground or indoor platforms, prevent the air from being polluted by the
fumes caused by friction from the train wheels grinding against the tracks.
 SENSOR BASED AUTOMATIC CONTROL OF GATES
Sensor based railway gate automation system is developed to automate the process of
opening and closing of gate at the railway level crosses. The system detects the arrival
and the departure of train for the gate operation using different types of sensors. The
proposed system uses three infrared sensors to identify the arrival and departure of
trains. The system also implements obstacle sensor which detects any obstacle on the
track and controls the operation of the train. Sensors and servo motors are
programmed using Arduino micro-controller.
Flowchart of closing Flowchart of opening the
the gate gate
Gate operation: An IR sensor is placed at a distance of 30cm and another at 5cm from
the level cross. The train passes the first sensor and when it is detected by the
sensor, a yellow LED glows at the level cross indicating the traffic that the gate is about
to close. When the second sensor placed at a distance of 20cm from the level cross
detects the train, the buzzer is activated and the motor is completely closed and the
signal turns red. The buzzer rings until the gate is placed at a distance of 20cm after
the level cross detects the departure of the train and the motor is reactivated to open
the gate.
 AUTOMATIC FARE COLLECTION SYSTEM (AFCS)
• An automated fare collection (AFC) system is the collection of components that
automate the ticketing system of a public transportation network - an automated
version of manual fare collection.
• An AFC system is usually the basis for integrated ticketing.
 SYSTEM DESCRIPTION
AFC systems often consist of the following components:
• Tier 0 - Fare media
• Tier 1 - Devices to read/write media
• Tier 2 - Depot/station computers
• Tier 3 - Back office systems
• Tier 4 - Central clearing house
 STRUCTURE OF AFCS
• Control and accounting centre, based on a multiprocessing computer complex;
• Ticket coding and storage centre, including the coding of magnetic tickets and
initializing contactless smart cards;
• Telecommunication network for data transmission;
• Computer networks in station vestibules;
• Automated control points
(turnstiles with validators);
• Information terminals;
• Automated cashier desk
exchanges.
 FARE MEDIA

• AFC systems originated with tokens or paper tickets dispensed by staff or from
self-service vending machines. These have generally been replaced with magnetic
stripe cards.
• Since their introduction in 1997 with the Octopus card in Hong Kong, contactless
smart cards have become the standard fare media in AFC systems, though many
systems support multiple media types.
• More recently, contactless smart cards from bank networks have been seen more
frequently in AFC.
 Devices to read/write media
• Ticket office terminals
• Ticket vending machines
• Fare gate
• Stand-alone validator
• On-vehicle validator
• Inspector/conductor device
 Depot/station computers

• Used to concentrate data communications with devices in a station or bus depot.

• Common in older AFC systems where communication lines to upper tiers were
slow or unreliable.
 Back office
Servers and software to provide management and oversight of the AFC
system.Usually includes:
• Fare management - changing of fares and fare products
• Media management - support for blacklisting of lost/stolen media
• Reporting - periodic reports on performance of the AFC system, financial details
and passenger movements
 Clearing house (Central Management System)

• Clearing and settling of funds

• Common reporting
• Apportionment of revenue between operators
 NEAR FIELD COMMUNICATION (NFC)

• Metro Cards and Token works on NFC technology.

• Machines on all the metro stations are NFC reader and writer machines.
• They write station code in the card when you enter a station and when you exit
they calculate distance based on the station code entered in the card.
• Near-field communication uses electromagnetic induction between two loop
antennas located within each other's near field.
 GLOBAL SYSTEM FOR MOBILE COMMUNICATION(GSM)

GSM (Global System for Mobile communication) is a digital mobile network that is
widely used by mobile phone users in Europe and other parts of the world. GSM uses
a variation of time division multiple access (TDMA) and is the most widely used of the
three digital wireless telephony technologies: TDMA, GSM and code-division multiple
access (CDMA). GSM digitizes and compresses data, then sends it down a channel with
two other streams of user data, each in its own time slot. It operates at either the
900 megahertz (MHz) or 1,800 MHz frequency band.
 RADIO FIELD IDENTIDICATION (RFID)

RFID or Radio Frequency Identification System is a technology based identification

system which helps identifying objects just through the tags attached to them,
without requiring any light of sight between the tags and the tag reader.

In the active RFID system, the reader sends signal to the tag using an antenna. The tag
receives this information and resends this information along with the information in
its memory. The reader receives this signal and transmits to the processor for further
processing.
 DRIVERLESS TRAIN OPERATION (DTO)
• Driverless train operation is an optional safety enhancement technology used to
automate the operations of the train.
• Mainly, it is used on automated guideway transits and rapid transit systems which
are easier to ensure safety of humans.
• ATO was introduced on the London Underground's Northern line in 2013 and will
be introduced on the Circle, District, Hammersmith & City, and Metropolitan lines
by 2022.
Types of train automation
 Advantages of automatic train control system

• Easy way of transport from and to remote area

• Fully air conditioning trains
• By using the automatic train systems we can travel a safe journey
• High speed technology
• Modernity
• Accessibility
 WORKING
The movement authority and control commands are not indicated by signals, but are
issued via data communication between the rail vehicle and the trackside equipment
(Communication Based Train Control, CBTC).

• In fully automated mode, metro trains are driven by the automatic train control
(ATC) in combination with control and protection of the line by interlockings.

• To this end, the trackside computers are constantly exchanging data with the
computers of the higher-level system in the control center and the computers in
the train by radio.

• On board the train, the Automatic Train Operation (ATO) system replaces the
metro driver and controls the train's speed.
 REFRENCES

[1] INTERNATIONALJOURNALOF INNOVATIVE RESEARCH IN

SCIENCE,ENGINEERING,AND TECHNOLOGY
VOL.4 ISSUE6,JUNE2015-CHANDRA JOGI
[2] DETAILED PROJECT REPORT FOR AHMEDABAD RAIL METRO PROJECT
[3] APPLICATION OF RAILWAY PLATFORM GATES RESEARCH PAPER RAILWAYS
BRANCH
-GOVT. OF HONG KONG_OCTOBER 2015
[4] INTERNATIONAL RESEARCH JOURNAL OF ENGINEERING AND TECHNOLOGY –
DRIVER LESS METRO TRAIN
e-IISN 2395-0056
[5]GOVT OF INDIA, MINISTRY OF RAILWAYS DELHU METRO PROJECT REPORT –
JUNE 2012
THANK YOU.