INDUSTRIAL TRAINING REPORT
ON
DELHI METRO RAIL CORPORATION LTD.
MAJOR TRAINING
DURATION: 6 WEEKS
DEPARTMENT: ROLLING STOCK
VENUE: SHASTRI PARK DEPOT, NEW DELHI
PREPARED BY:
TAPAN DESHWALJAYPEE INSTITUTE OF ENGINEERING AND TECHNOLOGY (ELECTRONICS AND COMMUNICATION ENGINEERING)
PARUL GOEL
INDIRA GANDHI INSTITUTE OF TECHNOLOGY
(ELECTRONICS AND COMMUNICATION ENGINEERING) MANISHA ARORA
KURUKSHETRA UNIVERSITY
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 electronics and communication 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 Mr.Rajbir Yadav ASST-MANAGER/RS and Mr.
Chandan Kumar Sales-Manager ROTEM. I pay my special thanks to Mr.
Sameer Lowe JE/RS/ELECTRONICS , Mr. Brajesh Kumar Dwivedi
JE/RS/ELECTRONICS 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.
DMRC
(Delhi Metro Rail Corporation)
Introduction
METRO
is like a dream come true for Delhi, a revolutionary
change in the city transport. Delhi needs metro system in the
first place and it would change things for the better not only
for people who would be using it and but for the people living
in Delhi by reducing congestion, air pollution, noise pollution
and accidents.
Formation of DMRC
A company under the name DMRC was registered on 30.05.1995 under the companies act for construction and operation of the metro project. DMRC is the joint venture of the Government of India and Government of National Capital Territory of Delhi. It started functioning in November 1997. It appointed General consultant in August, 1998 to assist them for implementation of the project. This is the consortium office international consultancy company led by Pac Consultants International (PCI), Japan. The whole project of approximately 200Kms is to be completed in three phases up to 2021, the first phase of the project, comprising of approximately 62.06Kms, is currently operational.
It is having 18 stations in Line 1 (Red Line), 10 stations in Line 2 (Yellow Line) and 22 stations in Line 3 (Blue Line).
Benefits of Delhi Metro on completion
On the completion of the first phase of the Delhi Metro, it would be catering to around 2.18 million commuters per day resulting in decongestion of the roads. This would also mean that there would be less number of buses on the roads. It has also reduced the travel time. Also the pollution level is reduced to about 50%.
Since the first phase of the Delhi Metro is operational a large number of commuters are having a lot of convenience in reaching their desired destination in the required time.
• Can achieve carrying capacity as high as 60000-80000.
• Required 1/5th energy per passenger compared to Road-based system.
• Causes no air pollution in the city.
• Causes lesser noise level.
• Occupies no road space if underground and only about of 2 meter width of the road if elevated.
• Carries same amount of bus traffic or 33 lanes of private motor car.
• Is more reliable, comfortable and safer than road system.
• Reduces journey time (about 50% to 75% )
Awards won
The Delhi Metro has been awarded OHSAS (Occupational Health and Safety Assessment Sequence 18001) by RINA (Registro Italiano Navale India Pvt. Ltd.), Geneva.
To help in proper maintenance the DMRC has been divided into departments and sub departments: Signaling Telecom Rolling Stock P. Way AFC
OUTLINE
The Delhi rail corridor system is a heavy rail mass transit system covering a route length of approx 44km, providing commuter services for the Delhi population.
The traction power supply consists of a flexible catenary fed at 25000v, 50 Hz single phase.
TRAIN CONFIGURATION
The basic train consist is made of 4 cars which comprise of 2 motor cars (M) and 2 driving trailer cars (DT).
The formation of the 4 car train is DT M M DT
Each DTM car pair is connected together by a semi-permanent coupler .this means that for service operation the train consist is fixed and cannot be separated. However, for
maintenance purposes, maintenance staff can physically disengage the semi-permanent couplers so that maintenance activities can be conducted on individual cars.
Between each car pair, an automatic coupler is used. This allows quick and easy coupling and decoupling of the paired cars.
Semi Automatic Coupling Automatic Coupling Automatic Coupling
Driving Trailer Coach Motor Coach
Other possible train formations are –
• 6 car train
• 8 car train
Here T car is the non-driving trailer car.
MAJOR SYSTEMS
• C/I Propulsion System
• Auxiliary Power Supply System
• Train Integrated Management System
• PA-PIS System
DT - M - T - M - T - M - M - DT
C/I PROPULSION SYSTEM
The Converter/Inverter Propulsion System provides the tractive effort that accelerates the train and braking effort to decelerate the train.
The C/I Propulsion System takes power from the catenary line at 25000V and transforms this to 1058 V using the main transformer. The ac supply is then rectified into a dc supply, which is converted into a Variable Voltage Variable Frequency (VVVF) 3 phase supply for
powering of the traction motors.
Its advantages over Camshaft controllers or Chopper controllers are: Energy Saving
Regenerative braking
Induction motor control for efficient transfer of tractive torque to the rail Insulated Gate Bipolar Transistors (IGBT) are used as main switching elements Reduced weight and size
No commutator or brush gear in induction motor. Therefore its power-to-weight ratio is high.
To change from powering to braking or from forward to reverse direction, only the inverter output frequency or phase rotation is changed. No additional circuits or components are required.
Maintenance
The induction motor does not have a commutator. Therefore, high maintenance items are eliminated.
The C/I Propulsion System consist of the following main components:
• Vacuum Circuit Breaker
• AC Arrestor
• Emergency Ground Switch
• Main Transformer
• C/I Box
INTERFACE DIAGRAM
25,000 V AC SINGLE PHASE
The train is connected to the 25000 V catenary lines by the pantograph mounted on each trailer car (driving and non driving). When the pantograph is raised the 25 KV line is
Emergency Ground Switch Vacuum Circuit Breaker Main Transformer AC Arrestor Pantograph 25,000 V AC Traction Motor Traction Motor Traction Motor Traction Motor C/I Box Traction Supply 25,000 V AC Main Transformer Supply 1058 V AC
C/I Box Output 0-1450 V 0-137 Hz
connected to the Vacuum Circuit Breaker. The voltage level can vary between 17,500 and 30,000 V.
VACUUM CIRCUIT BREAKER
This is a single pole, bi-directional high speed AC circuit breaker. Its function is to isolate (open contacts) or connect (close contacts) the 25KV line to the train mounted equipment.
Being a circuit breaker, the VCB also isolates the train mounted equipment when a over current condition occurs due to a fault on the train or on the 25KV line.
AC ARRESTOR
It is a device that protects the train mounted equipment from excessive high voltage transient conditions, caused by lightning strikes on the 25KV line.
When a transient condition occurs, the AC arrestor quickly becomes a low resistance path to earth and the energy of the transient spike is absorbed. Once the spike is absorbed the AC arrestor becomes a high resistance path to ground.
EMERGENCY GROUND SWITCH
It is a manually operated high voltage switch that is used to connect both sides of the VCB to earth.
Maintenance staff usually operates this switch when working on the train. By earthing both sides of the VCB maintenance staff are protected against accidental energizing of the 25KV line or propulsion system.
MAIN TRANSFORMER
Its function is to reduce the 25KV line to approximately 1KV (2 off secondary windings).
It consists of one primary winding which is connected to the 25KV line.
Two secondary windings are connected to the C/I box. A secondary winding output provides the power supply for a bogie.
One tertiary winding output provides power to the Auxiliary Power Supply System.
1058 V SINGLE PHASE
This is the output voltage level of the main transformer secondary winding, when the nominal primary input voltage is 25,000 volts.
This converts the 1058 V single phase supply in to a Variable Voltage Variable Frequency 3 phase supply. This is generally called a VVVF drive.
The output of the C/I box is controlled so that its output voltage varies from 0V to 1450V, and the frequency varies from 0 to 137 Hz. By adjusting this voltage and frequency, the power to the traction motors is controlled to give the required torque and speed according to the drivers demand signal.
0 – 1450 V , 0 – 137 Hz
TRACTION MOTOR
The C/I box has two independent output circuits, one for each set of traction motors mounted in a bogie. The C/I output voltage varies from 0V to 1450V, and the frequency varies from 0 to 137 Hz.
The output of the C/I box is connected to the traction motors. The traction motors are mounted onto the bogie frame and provide the necessary torque to move the train. By having two independent output circuits, the control of each set of traction motors is also independent. This allows failed bogie circuits to be isolated without affecting the good bogie circuit.
AUXILIARY POWER SUPPLY SYSTEM
This system provides the 415 V AC supply to operate the auxiliary loads on the train. The Auxiliary Power Supply System uses a 3 phase independent and instantaneous voltage waveform control system that has the advantages of:
Low output voltage distortion
Low voltage fluctuation against load & input voltage transient charging Low audible noise
IGBT are used as the main power switching device. These are cooled by natural convection using a heat pipe, with the coolant being pure water.
The 415 V output supply is galvanically isolated from the 25KV line by the main transformer.
The Auxiliary Power Supply System consists of the following main components:
• Vacuum Circuit Breaker
• AC Arrestor
• Emergency Ground Switch
• Main Transformer
• SIV Box
INTERFACE DIAGRAM
25,000 V AC SINGLE PHASE
The train is connected to the 25000 V catenary lines by the pantograph mounted on each trailer car (driving and non driving). When the pantograph is raised the 25 KV line is connected to the Vacuum Circuit Breaker. The voltage level can vary between 17,500 and 30,000 V.
VACUUM CIRCUIT BREAKER
Main Transformer Oil Pump & Blower Motors Driver Air Conditioner Passenger Air Conditioner Socket Outlet AC Passenger Lighting Emergency
Ground Switch Vacuum Circuit Breaker
Main Transformer
AC Arrestor Pantograph
25,000 V AC
Battery
Charger SIV Box
Main Air Compressor Battery Control Circuit DC Passenger Lighting Traction Supply 25,000 V AC Main Transformer Supply 470 V AC SIV Box Output 415 V AC,50 Hz SIV Box Output 230 V AC SIV Box Output 110 V DC
This is a single pole, bi-directional high speed AC circuit breaker. Its function is to isolate (open contacts) or connect (close contacts) the 25KV line to the train mounted equipment.
Being a circuit breaker, the VCB also isolates the train mounted equipment when a over current condition occurs due to a fault on the train or on the 25KV line.
AC ARRESTOR
It is a device that protects the train mounted equipment from excessive high voltage transient conditions, caused by lightning strikes on the 25KV line.
When a transient condition occurs, the AC arrestor quickly becomes a low resistance path to earth and the energy of the transient spike is absorbed. Once the spike is absorbed the AC arrestor becomes a high resistance path to ground.
EMERGENCY GROUND SWITCH
It is a manually operated high voltage switch that is used to connect both sides of the VCB to earth.
Maintenance staff usually operates this switch when working on the train. By earthing both sides of the VCB maintenance staff are protected against accidental energizing of the 25KV line or propulsion system.
MAIN TRANSFORMER
Its function is to reduce the 25KV line to approximately 1KV (2 off secondary windings).
It consists of one primary winding which is connected to the 25KV line.
Two secondary windings are connected to the C/I box. A secondary winding output provides the power supply for a bogie.
One tertiary winding output provides power to the Auxiliary Power Supply System.
470 V AC SINGLE PHASE
SIV BOX
This is the output voltage level of the main transformer tertiary winding, when the nominal primary input voltage is 25,000 volts.
The SIV box converts the 470 V single phase supply into a 415 volt, 3 phase 50 Hz supply for the train auxiliary loads.
The output of the SIV box is controlled so that the 415 V voltage and 50 Hz frequency is constant even if the input voltage or frequency changes.
415 V AC,50 Hz
This is the main power supply for train auxiliary loads. These auxiliary loads being: Passenger Air Conditioners
Driver Cab Air Conditioners Main Air Compressor Main Transformer Oil Pump Blower motors
230 V AC,50 Hz
This provides power to the following: AC Passenger Lighting
Socket Supply
The 230 AC supply is generated using a step down transformer (415V to 230V) within the SIV box.
110 V DC
This provides power to the following: Car Batteries
Train Control Circuit DC Passenger Lighting
This DC supply is generated by a battery charger unit mounted within the SIV box. The battery charger consists of a step down transformer (415V to 104V) and control rectifier. The DC voltage is normally maintained at 110V.The battery charger output current is also controlled limited, therefore, under conditions of overload charging current the output voltage can be less than 110V.Such an overload condition could be charging of a dead battery.
TRAIN INTEGRATED MANAGEMENT SYSTEM
The Train Integrated Management System consists of the following major equipment items;
• Central Unit
• Local Unit
• Display Unit
• Display Controller
A train is considered as a very harsh and hostile environment for data communication networks. The Train Integrated Management System (TIMS) operates to perform integrated monitoring and control of train equipment.
A source of electrical noise on trains includes heavy energy conversion such as CI and SIV. It is important therefore to carefully select a suitable network carrier to ensure overall system reliability and system safety.
The requirement is that the communication must be noise-resistant, deterministic, fast and flexible. The most suitable LAN for this application is ARCNET.
The Train Integrated Management System interfaces with the following systems located throughout the train; these systems are:
• Propulsion System (CI)
• Auxiliary Power Supply (SIV)
• Brake system (BECU)
• Door Control System (DCU)
• Air conditioners
• AVAS & PA
• ATC System
• TR
The Train Integrated Management System also monitors Train Line status, switch and circuit breaker positions. The Train Integrated Management System has control over various
functions throughout the Train. This monitoring and control is carried out via the parallel input / output interface.
Equipment Locations
Table 1B-11-01-00-1 TIMS Equipment Locations
Car Type Equipment DT M Central Unit X Local Unit X Display Unit X Display Controller X
Equipment function
The Train Integrated Management System provides a centralized function to control and monitor the train borne systems and devices. It also displays relevant information to the Driver.
Networking Protocol
TIMS uses the following protocols: (a) Train BUS (LAN)• Shielded twisted pair
• Duplicate bus by Bi-directional "Ring"
• Dipulse signal 2.5Mbps (ANSI 878.1 ARCNET)
• Each node has a bus "Bypass switch" for a node fault. (b) Car BUS (LAN) (TIMS - Equipment Communication)
• 3 wires/channel (shielded pair with third conductor)
• Multi-drop connection (appropriate grouping)
• RS485, NRZI code HDLC (ISO3309/4335)
• 9.6k/38.4kbps
(c) Vehicle Bus (LAN) (Node to Node Communication) Shielded Twisted pair
• 3 wires/channel (shielded pair with third conductor)
Operating System Interface (OSI)
Layers Model
USER
Level OSI Train Bus Car Bus
7 Application
Interface
Application of CU/ LU Application of CU/ LU
6 Presentation
5 Session Train BUS Comms. Car BUS Comms.
4 Transport Handler Handler
3 Network (Standard package) (Standard package)
2 Link Layer
Interface
ARCNET (HDLC like) HDLC subset
1 Physical Dipulse signal (ANSI 878.1 ARCNET) RS485 3 wires
Transmission method Screen Twisted pair Screen Twisted pair with
signal ground.
Real Time Protocol And Interface
TIMS employs a real time operating system RTM-68K and networking protocols base on the ARCNET and HDLC.
The deterministic medium access control method is used as follows: (a) ARCNET: Token passing
(b) HDLC: Polling/selecting method (Normal response mode of HDLC)
The two networks are used and work together. One is based on ARCNET and the other is based on HDLC.
The following checking mechanisms are used to ensure the validity of transmitted data.
• CRC : 16-bit CRC.
• Length : Data length check.
• Sequence number: Sequence number check for numbered information.
• Redundant code (for special command if necessary): 2-byte code command.
• Communication Check (for special command if necessary): 16-bit code oscillating between 05555H and 0AAAAH in every 200 ms for detection of no up-date fault.
If TIMS detects a data error or a no up-date fault, TIMS switches the output to safe state (normally “off” state) by software logi
Network traffic
(c) Transmission Delay time (Worst)
(i) Delay Time = ((No. of bytes x 1.7µs x 2) + (145.4 + (4.4 x No. of bytes)) x10-3 + 28 µs) x N where N is the number of nodes data passes through.
(ii) Delay time for a 6 node (4 car train) transmitting 248 bytes of data. (iii) = ((248 x 1.7µs x 2) + (145.4 + (4.4 x 248)) x10-3 + 28 µs) x 5 = 10.54 ms (d) Normal Token Ring Scan Time
(i) The Melco Token Passing Architecture passes the token every 10 milliseconds. (ii) The Maximum Normal Token Ring Scan Time for a 6 node (4 car train) can be
calculated with following formula: (N x 10) + α where N is the Number of Nodes.
(iii) = (6x 10) ≅ 60 ms + α where α is the tolerance, specified by Melco. (Designed to be very small)
(e) Worst Token Ring Scan Time
(iv) Worst Scan Time = Scan Time of a “Normal Token Passing” + “Abnormal Token Passing period β”
(v) Worst Scan Time for a 6 node (4 car train) with a cable breakage:
Delay Time = ((3 x 1.7µs x 2) + (145.4 + (4.4 x 3)) x10-3 + 28 µs) x 5 = 0.793191 ms = β
Worst Token Ring Scan Time = (60 ms + α) + 0.793191 ms = 60.793191 ms + α
Thus we estimate the Worst Token Ring Scan time with α≅ 100 ms. (f) Local Bus Scan Time (Worst)
(vi) Scan Time (ms) = Polling Cycles of the Subsystem connected to the same Local Unit.
(g) Total System Worst Scan Time
(vii) Total System Worst Scan Time = (Worst Token Ring Scan time) + (Worst Local Bus Scan Time of equipment) + (Worst Transmission Data Delay time to CU) + (Worst Scan Time between CU and VDU ).
ARCNET (ANSI 878.1) for Train LAN
ARCNET adopts the ANSI 878.1, 2.5 Mbps (Megabits per second), 16 Vpp Dipulse
Signaling method. It has a high signal to noise ratio (approx. 11.5dB). It passes the IEC 801-4 (Fast High Voltage Electrical Transient test) and as a result, the network has better error-resistive performance in electrically hostile environment, which in turn gives lower bit rate error
Specification of ARCNET
ARCNET
Signal Type Base Band
Transmission Speed 2.5Mbps
Transmission Signal Level 16Vpp
Receiving Signal Threshold 3 Vpp
Medium Access Control Token Passing (Ring)
ARCNET adopts the Token-passing Protocol, which provides predictable response times. Each network event occurs within a predetermined time interval. The interval period is based on the number of nodes on the network.
A significant advantage of ARCNET is its ability to adapt to changes on the network. Whenever a new node is activated or deactivated, a network reconfiguration is performed. When fault occurs in one of the TIMS processing units, the network can adjust itself to isolate the faulty unit without bringing the whole network down.
When a new node is activated, or if a node has not received an invitation to transmit for 60 ms, or when a software reset occurs, The network causes a network reconfiguration by sending a reconfigure burst to terminate all activities on the network. Because the burst is longer than any other type of transmission, the burst will interfere with the next invitation to transmit, destroy the token and keep any other node from assuming control of the network. If any node does not receive the token within the Reconfiguration Time, the node will initiate a network reconfiguration.
Each data packet is preceded by an integrity check of the receiver. Transmitter issues a Free Buffer Enquiry frame, which checks for free memory in the receiver. The receiver issues either a positive AC Knowledge or a NAC Knowledge. If an ACK is received, the data packet is transmitted followed by an ACK, if it is received error-free
If a NACK is received, then the token is passed and the transmission is tried again on the next pass.
As a result, probability for loss of message is minimized and the transmission reliability is enhanced.
(h) Transmission Normal Case
(i) Transmission Train Bus Disconnection
RS 485 Transmission
(k) Transmission signal• RS485 (half-duplex)
• Termination resistor = 120 ohm
• Termination resisters are installed at both ends of line.
• Bias resister = 1.2 kohm
• Bias resisters are installed in only TIMS unit. (l) Wire
• Shielded twisted cable (3 wires)
• Signal lines consist of 1 data pair and a signal ground line.
• Signal lines shall be floating i.e. isolated from any frame ground or other circuits in TIMS unit or device.
• Earthing of screen wire (shield) will be made in TIMS equipment at one point. (m) Network topology
• Point to point connection
• Multi-drop connection
Node Architecture
Node Architecture
(n) Protocol
Polling / selecting based on HDLC Synchronous transmission (ISO3309/4335) is used in the:
• The primary station: TIMS (CU/LU)
• The secondary station: Each device (o) Transparency
The transmitter shall insert “0” bit after all sequences of 5 continuous “1”bits, and the receiver shall discard the inserted bit to achieve transparency (bit pattern independence within the two flag sequences).
(p) Baud rate
• Baud rate = 9.6/38.4kbps(standard)
• Polloing cycle = 100/500 ms (standard)
Table 1B-11-01-00-2 Device Baud Rate
Device Baud rate (bps) Polling cycle (ms) Tramsmission Type
Propulsion System (CI) Brake system (BECU)
Auxiliary power supply system (SIV) Air conditioning system
Door Control System (DCU) ATC AVAS & PA TR 38.4k +/- 0.1% 19.2k +/- 0.1% 19.2k +/- 0.1% 9.6k +/- 0.1% 38.4k +/- 0.1% 19.2k +/- 0.1% 9.6k +/- 0.1% 19.2k +/- 0.1% 100 100 200 500 200 500 500 500 RS485 RS485 RS485 RS485 RS485 RS232 RS422 RS422 (q) Signal code • NRZI code
(viii) When the bit data is “0”, the signal level is inverted. (ix) When the bit data is “1”, the signal level is the same.
Fig. 1B-11-01-00-1 NRZI Code
(r) Frame Format
Table 1B-11-01-00-3 Frame Format
Opening PAD Flag 8 Bits Address 1 (Lower) 8 Bits Address 2 (Higher) 8 Bits Control 8 Bits Information n Bits CRC 16 Bits Flag 8 Bits
Notes:
1. Opening PAD
Two (2) flags before opening flag should be sent to the receiver to synchronise the receiving clock with the transmission signal.
The number of flags can be increased until 15 (Maximum) by the request of each device.
2. Flag = 7EH
3. Address: (see also clause j below)
Address is determined by individual specifications for each monitored device (except 0000H). Note: 0FFFFH is the Global (broadcast) address
4. Control = 13H (UI: Unnumbered information) 5. CRC = CRC CCITT-1(X16+X12+X5+1)
Applicable range to calculate: from Address 1 to Information The most significant byte (MSB) of the CRC is sent first.
Address data
(x) Setting
(xi) TIMS => sub-system (Device): Set Address 1 and Address 2 which is equivalent to the device. Sub-system (Device) => TIMS: Set own Address 1 and Address 2.
(xii) Usage
(xiii) Address 1: Select sub-system type. If all sub-systems are selected, set “0FFH”. Address 2: Select individual system for selected type at Address 1. If all sub-systems of same type are selected, set “0FFH”.
Addresses for sub-systems
Device Address 1 (Lower) Address 2 (Higher)
Propulsion System (CI) Brake system (BECU)
Auxiliary power supply system (SIV) Air conditioning system
Door Control System ('R' side) Door Control System ('L' side)
10H 20H 30H 40H 50H 50H 01H-02H 01H 01H 01H-02H 01H-04H 11H-14H (s) Synchronous transmission
To perform the synchronous transmission, the receiver needs clock
regeneration (synchronizations) circuits such as DPLL (Digital Phase Lock Loop) circuits
(t) Transmission data type
Table 1B-11-01-00-4 Transmission Data Type
No Data name Abbreviation Direction of transmission
1 Status data request SDR TIMS ==> Sub-system
2 Status data SD TIMS <== Sub-system
3 Trace data request TDR TIMS ==> Sub-system
4 Trace data TD TIMS <== Sub-system
(u) The data type is judged by TEXT (0) in each data.
Table 1B-11-01-00-5 Data Type
Data type TEXT(0)
SDR 20H
SD 30H
TDR 21H
TD 31H
(v) Transmission control
(xiv) Transmission cycle
(xv) Transmission cycle (T1 (or T2)) is fixed. T1 (or T2) is determined by individual specifications for each monitored sub-system. If several devices exist, transmission is cyclic. (Transmission cycle for one series of device is T1 (or T2) x the number of connecting device.)
(xvi) Transmitter enable control (DE : Driver enable)
(xvii) DE shall be enabled for more than a 1-bit period before the start of opening PAD. DE shall be disabled for less than a 2 bits period after end of closing flag.
(xviii) Response time
(xix) Within 10 ms: for Baud rate = 9.6 kbps (xx) Within 5.0 ms: for Baud rate = 19.2 kbps (xxi) Within 2.5 ms: for Baud rate = 38.4 kbps (xxii) Transmission error
(xxiii) Does not send SD or TD when the sub-system detects reception errors. Does not request to re-send within the same polling cycle.
(w) Transmission timing
(xxiv) Overall timing
(xxv) Error: Reference source not found ~ Error: Reference source not found shows timing when one TIMS connects to 3 devices (Sub-system A, B and C).
(xxvi) Timing for each Sub-system
(xxvii) The transmission timing changes as follows:
Notes:
1. When T4 becomes longer then 11×10, the transmission of status data will be inserted as priority for the duration of T3.
2. When T6 becomes longer than T1×10, the transmission of status data will be inserted as priority for the duration of T5.
3. TDR are sent after one cycle SDR/SD transmission ending.
Transmission Timing
Central Unit
Overall Description
The Central Unit carries out the application program for the overall control and administration of the TIMS system. In each four-car train there are two Central Units, one in each DT car. Each Central Unit is connected to the Train Bus and receives / transmits information and commands to and from the other TIMS units.
The Central Unit is fitted with dual redundant central processing units (CPU 1 & CPU 2). This enables the TIMS system to continue to function if a failure of a single CPU occurs.
Equipment Locations
The Central Unit installed in each DT-car’s driver cab.
Equipment Functions
The Central Unit has the following main functions, these are:
• Central Processing Unit
• System Gateway
• Parallel Input output Interface
• Control of the Drivers Display Unit
System controls
The Central Unit carries out the application program for the overall control and administration of the TIMS system.
.
Air Conditioning Over ride
The Control Unit monitors the Air Conditioning override status from the Local unit. The Central Unit checks that the Air Conditioner operation is consistent with the TIMS instruction and sends a command to the Drivers Display Unit to display the Air Conditioner Information Screen.
The driver initiates the Air Conditioning override through the Display Unit Screen. Once initiated the Central Unit transmits the Air Conditioning override to the Local Unit, which transmits the Air Conditioning override to the Air Conditioning Unit.
Purpose
Normally, air conditioning system (A/C) automatically operates during the specified time according to the parameter. The driver and maintainer are able to compulsorily turn on and turn off the A/C via VDU in occupied cab. The operation is called “override.”
TIMS I/F
• Receive
CPU2 and LU receive the status of A/C operation mode status via local bus.
• Transmission
Occupied CPU1 transmits the override command to CPU2 and LU in all cars via train bus.
CPU2 and LU transmit the command to A/C via local bus. In case that A/C is operated in the local control mode, TIMS does not send “override request” to A/C.
Data flow
The following figures are describing the data flow:
Equipment Layouts
(x) Outline of Central Unit.
(y) Internal configuration of the Central Unit
CIF4 CPU4 AIO DIS2 PSG CPU4 PSG Display Unit CPU1 CPU2Train BUS Train BUS
Analog input from TBC (No outputs) 24VDI DIS3 DIS3 110VDI 110VDC Supply BUS RS422 RS485 Local Bus FG Spare Local BUS
TRC4 BUS
24VDI
for Car type strap 24VDI
for Car type strap
DIS2 Local Bus 24VDI RS232 5VDC 24VDC 5VDC 24VDC 110VDC Supply
Internal Configuration
Note:
The PCB's abbreviations and functions are as follows: (1) CPU 4: Central Processing Unit (type “4”)
(2) CIF 4: Communication Interface (type “4”) (3) DIS2: Digital Input with Isolation (type “2”) (4) DIS 3: Digital Input with Isolation (type “3”) (5) AIO: Analog Input and Output
(6) PSG: Power Supply (type “G”)
Design and Performance Data
Central Unit
Type: MS-A530
Manufacturer: Mitsubishi Electric
Input voltage: DC 110V +25%/-30%
Ambient temperature: 0 - 55 deg. C. (Performance) -10 - 60 deg. C. (Storage)
Main CPU: MC68360 (32 bit) and MPC860 (32bit) ROM (To a CPU): 12M byte (Flash type)
RAM (To a CPU): 6M byte (Ni-Cd battery back up) (Battery life: 3.5 years)
Train data link: 2 node (two ports) with bypass module Local data link: 4 ports (including 1 spare)
Test Standard: IEC 571-1
EMC Standard: EN 55011 Group 1 Class A IEC1000-4-3 Class 3 Criterion A IEC1000-4-4 Class 3 Criterion B IEC1000-4-5 Level 3 Criterion B IEC1000-4-6 Level 2 Criterion A
CPU 1
Consumed power: Max, 55W
Power supply output: 5V ± 3%, 8A 24V ± 3%, 2A Number of channels:
Digital inputs (24 VDC): 40
Digital inputs (110 VDC): 16 (except duplicated part with CPU2) Number of communication links:
Train data links node [NODE 1] 1 (two ports) with bypass module Local data links RS485: 1
RS422: 1
CPU 2
Consumed power: Max, 44W (Energy saving mode: 25W) Power supply output: 5V ± 3%, 8A
24V ± 3%, 2A Number of channels:
Digital inputs (110 VDC): 48 Number of communication links:
Train data links node [NODE 2] 1 (two ports) with bypass module Local data links RS485: 8
RS422: 1
Vehicle Bus ports: 2
Sub Rack
Overall Description
The Sub Rack consists of a frame, motherboard and plug mounting sockets for connection to the train wiring.
The PCB`s slide into the frame and are connected to the motherboard by a plug and socket. The plugs are mounted on the PCB boards and the sockets are mounted on the motherboard. The PCB`s are retained in the frame by two screws which are located at the top and the bottom of each PCB, which allows easy installation and removal. .
Equipment Locations
The Central Unit installed in each DT-car’s driver cab.
Equipment Functions
The function of the Sub Rack is to house the PCB cards and provide the interconnection between each PCB board and the train wiring.
Equipment Layouts
Internal connections
PCB (Central Processing Unit 4)
Overall Description
The Central Processing Unit 4 carries out the application program for the overall control and administration of the TIMS system.
Dual redundant CPU's (CPU 1 and CPU 2) are provided in the Central Unit. The two CPU's are arranged in hot standby configuration, where one acts as the master of the complete TIMS system when the driver's cab is occupied. The other redundant CPU is maintained as hot standby, for backup purpose. In the event of failure of the master CPU (CPU 1), the other CPU (CPU 2) takes over the master function of the TIMS system.
Equipment Locations
The Central Processing Unit 4 is located in the Central Unit.
Equipment Functions
The Central Processing Unit 4 carries out the application program for the overall control and administration of the TIMS system. The Central Processing Unit 4 interfaces with the Train Bus using ARCNET.
System Controls
Software Interfaces.
TIMS employs the real time operating system RTM-68K and networking protocols based on ARCNET and HDLC. The deterministic medium access control method is used as follows:
• ARCNET: Token passing
• HDLC: Polling / selecting method (Normal response mode of HDLC)
The two networks are used and work together. One is based on ARCNET and the other is based on HDLC.
Operating Principles
Interface between the Train Integrated
Management System and the Train Bus
The Interface between the Train Integrated Management System and the Train Bus is carried out using ARCNET interface.
ARCNET adopts the Token-passing Protocol, which provides predictable response times. Each network event occurs within a predetermined time interval. The interval period is based on the number of nodes on the network.
A significant advantage of ARCNET is its ability to adapt to changes on the network. Whenever a new node is activated or deactivated, a network reconfiguration is performed. When fault occurs in one of the TIMS processing units, the network can adjust itself to isolate the faulty unit without bringing the whole network down.
Whenever a new node is activated or deactivated, a network reconfiguration is performed. When fault occurs in one of the TIMS processing units, the network can adjust itself to isolate the faulty unit without bringing the whole network down.
When a new node is activated, or if a node has not received an invitation to transmit for 840 ms, or when a software reset occurs, the network causes a network reconfiguration by sending a reconfigure burst to terminate all activities on the network. Because the burst is longer than any other type of transmission, the burst will interfere with the next invitation to transmit, destroy the token and keep any other node from assuming control of the network. If any node does not receive the token within the Reconfiguration Time, the node will initiate a network reconfiguration.
The data transmission is flow controlled. Each data packet is preceded by an integrity check of the receiver. Transmitter issues a Free Buffer Enquiry frame, which checks for free memory in the receiver. The receiver issues either a positive ACKnowledge or a NACKnowledge. If an ACK is received, the data packet is transmitted followed by an ACK if it is received error-free
If a NACK is received, then the token is passed and the transmission is tried again on the next pass.
As a result, probability for loss of message is minimised and the transmission reliability is enhanced.
System Controls
Interface with Display Units
The communication between the Display Unit and the TIMS system is carried out over a RS422 transmission link. This link connects the TIMS Central unit to the Display Unit.
Interface with AVAS and PA
The communication between the AVAS & PA and the TIMS system is carried out over a RS422 transmission link. This link connects the TIMS Central unit to the AVAS & PA. TIMS collects from the AVAS & PA information necessary for real time monitoring. TIMS performs a complete polling cycle at every 500 ms cycle regardless of the occurrence of faults.
Operating Principles
Interface between the Train Management System
and the AVAS & PA system
Interface between the Train Management System and the AVAS & PA system is carried out using RS422 interface.Transmission Signal
• Transmission signal: RS485 (half-duplex)
• Termination resistor: 120 ohm
• Termination resisters are installed at both ends of the line.
• Bias resister: 1.2 k ohm and only installed in the TIMS unit.
(z) Wire
• Shielded twisted cable (3 wires)
• Signal lines consist of 1 data pair and a signal ground line.
• Signal lines shall be floating i.e. isolated from any frame ground or other circuits in the TIMS unit or device.
• Earthing of screen wire (shield) will be made in the TIMS equipment at one point.
(aa) Network topology
• Point to point connection
(bb) Protocol
• The primary station: TIMS
• The secondary station: Each device
(cc)Baud rate
• Baud rate = 9.6 k bps
• Transmission cycle = 500 ms
Interface between the Train Integrated
Management System and the Automatic Train
Control system
Interface between the Train Integrated Management System and the ATC system is carried out using RS232C interface.
(dd) Transmission Signal
• Transmission signal: RS232C (full-duplex)
(ee)Wire
• Shielded twisted cable (3 wires)
• Signal lines consist of 1 data pair and a signal ground line.
• Signal lines shall be floating i.e. isolated from any frame ground or other circuits in the TIMS unit or device.
• Earthing of screen wire (shield) will be made in the TIMS equipment at one point.
(c) Network topology: • Point-to-point connection
• Polling/selecting based on HDLC Asynchronous transmission (ISO 3309 /4335) is used.
• The primary station: TIMS
• The secondary station: Each device
(e) Protocol
• Polling/selecting based on HDLC Asynchronous transmission.
• The primary station: TIMS
• The secondary station: Each device
(f)Baud rate
• Baud rate = 19.2 k bps
• Transmission cycle = 500 ms
The Central Unit CPU reads the digital inputs from the DIS2 PCB every 10 ms (time period). The CPU judges the status of the digital input when the CPU continuously detects the same status more than five time periods.
Operating Principles
The 24V DC signal GND is applied to the input of the DIS2 PCB. The 24V DC voltage level is applied to a photo coupler at a reduced voltage by means of a voltage divider. The photo coupler output is switched on when the input voltage is applied. Switching on of the photo coupler output changes the state of the output buffer. The Central Units CPU monitors the state of the output buffer.
Equipment Layouts
(ff) 24V DC Input Interface
24V DC Input Interface
24V Digital Input
The digital inputs are designed for 24V signals.
(gg) Circuits Current source type
(b) Input voltage for “1” 0 to 3 V
PA-PIS SYSTEM
Overall Description
The PA and PIS System is powered up by input voltage of DC110V. The system is consisted of AVAU & PIC Rack, MOP, AOP, TNI and DIF which are installed in driver cabin PAMP, Loudspeaker, ETU, PAB, PIB which are installed in saloon car.
Equipment Locations
Locations of PA and PIS System
The PA & PIS system location can be divided by two parts, the driver cabin and passenger saloon area.
Driving Cabin Equipment
(hh) AVAU & PIC Rack: Located behind of the driver seat
(ii) MCP: Located at Left hand side of driver cabin
(jj) ACP: Located at Right hand side of driver cabin
(kk) DIF: Located at the front of auxiliary driver console
(ll) TNI: Located at the front of main driver console
Passenger Saloon Equipment
(mm) PAA: Located in Gangway Cubicle
(nn) ETU: Located beside of door
(oo) LSP: Located at coving Panel
(pp) PAB: Located at Door Coving Panel
Equipment Function
Individual equipment each cannot make independent function that all equipment should be combined. It means all necessary equipment should combine at the same time.
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System Controls
The system closely integrates the audio and visual (PIS) functions. The AVAU processor deals with the basic audio, auto-announcing and interfacing of critical functions (EPA
enable, door circuit interfaces); the PIC processor controls data-communications and serial interfaces to other sub-systems, as well as processing the control of Passenger Information. This System Description will focus on the user and passenger interfaces
Overall Description
This is the heart of PA & PIS System that all functions are controlled by AVAU & PIC
Equipment Location
It is located in behind of the back wall in driver main console
Equipment Functions
The system closely integrates the audio and visual (PIS) functions. The AVAU processor deals with the basic audio, auto-announcing and interfacing of critical functions (EPA enable, door circuit interfaces); the PIC processor controls data-communications and serial interfaces to other sub-systems, as well as processing the control of Passenger Information. This System Description will focus on the user and passenger interfaces
Audio System
• Public Address – driver (active cab) to passengers (broadcast)
• Public Address – rear cab (inactive cab) to passengers (broadcast)
• Public Address – OCC (EPA) to passengers (broadcast)
• Public Address – Automatic announcement triggered automatically by the PIC,
as a result of input from ATO/ATP (including door open chime)
• Public Address – Automatic announcement manually triggered by driver on the
MOP
• Public Address – Automatic Announcement manually triggered from rear cab
MOP
• Cab to Cab communication (simplex) – Driver to all other cabs (including coupled trains)
• Cab to cab communication (simplex) – Any cab to all other cabs (including
coupled trains)
• Passenger alarm warning tone
• Passenger Communication (simplex) – Driver to individual passenger, call set up as a consequence of PAB operation.
• Door open/ closing chime
The list of functions above have operating priorities, the order above is not intended to detail priority as this is complex.
Visual System
The main function of the PIS system is to provide information to the passengers; the TNI (Train Number Indicator) is an exception to this rule as it is only loosely related to PIS – the number to be displayed being derived from ATO/ATP. The PIS system will provide the following information:
• Train Number – front and rear of train
• Destination – front and rear of train (Hindi and English)
• Next station is – inside train, on the PIB’s
• This station is – inside train, on the PIB’s
• Journey message – inside train, on the PIB’s
Manually triggered messages – from driver or OCC (internal and optionally external on the DIF)
Real time information (visual only) – inside train, on the PIB’s (generated by OCC) The PIS system is made up of three different types of displays. Each type of display receives RS485 data at 9600b/s and contains a microprocessor to handle the data and format it for display on the connected direct to the ‘PA & PIS Train data bus A’; the PIB’s are connected through the PAMP’s where the RS485 signal is re-generated, thereby alleviating the loading on the Train Data busses. The system relies on positional information received from the ATO/ATP, digital signals indicating that the door release system has been enabled and that an active cab has been selected are also obtained by the PIC, from the AVAU.
The AVAU modules are housed in a Euro-card frame that is to be customised to fit in a cubicle near the cab back wall. The module front panels are used to provide connector access to and state indications of the various circuits. Extensive use is made of the
Weidmuller Omnimate and Minimate range of connectors with screw-locks. The AVAU modules will share rack space with the PIC modules, but the two systems are stand-alone simply interconnected through a serial interface, but share a common main power supply. However, the PIC and AVAU use independent power rails and a short circuit on a PIC power rail will not affect the AVAU functions.
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Operation Principles
The AVAU processor deals with the basic audio, auto-announcing and interfacing of critical functions (EPA enable, door circuit interfaces); the PIC processor controls data-communications and serial interfaces to other sub-systems, as well as
processing the control of passenger information.
Vehicle Communications Card (VEH_COMMS)
Overall Description
The Vehicle Communications card is the serial communications interface that is used by the AVAU and PIC.
Equipment Location
Located at the first in upper card row of AVAU/PIC Rack.
System Controls
four serial interfaces are provided, with independent uart’s and line driver/ receivers. channel 1 and channel 2 are grouped as a pair; channels 3 & 4 as another pair group. each pair group has it’s own isolated supply. all four outputs are isolated from the main system electronics.
Cab Audio Communications Unit CPU Card
(CACU_CPU)
Overall Description
This card is the central part of the AVAU system; the processor on this card controls all AVAU functions. The card has been designed around use of a linear PCMCIA card (sometimes termed PC card), inserted into the front of the module.
And also CACU Processor Module (Daughter Board) is only ever used in conjunction with a CACU CPU board as part of a CACU CPU module. It comprises a memory card adapter and a solid-state announcement record/ playback device for digitally stored announcement.
Located at the fourth in upper card row of AVAU/PIC Rack.
Equipment Functions
The PCMCIA card stores speech data and application software for the AVAU. The PCMCIA card is re-programmed by plugging it into a ‘Type 2’ slot of the Notebook maintenance PC.
System Controls
This 4 layer Euro-card comprises the CPU, memory, Flexio control bus, isolated serial download port and interface to a PCMCIA daughter board. Additionally, the AVAU-PIC serial interface is now incorporated on the CACU CPU as an RS232 interface, that
connects to the Vehicle Communications card as a WELNET communications node. The solid-state announcer device has also been incorporated on the daughter board, providing an analogue output through the motherboard (via a DIN41612) to the audio control matrix card.
An Intel 80386ex step C processor sits at the heart of the CACU, connected as an 8 bit embedded micro-controller. A 128macro-cell FPGA interfaces the processor to other components in the AVAU via a FLEXIO™ bus.
A 128 byte I2C EEPROM device is used for configuration of audio levels within the
CACU, with the I2C bus connecting to digital potentiometers on the audio control matrix.
An Intel 80386ex step C processor sits at the heart of the CACU, connected as an 8 bit embedded micro-controller. A 128macro-cell FPGA interfaces the processor to other components in the AVAU via a FLEXIO™ bus.
A 128 byte I2C EEPROM device is used for configuration of audio levels within the
CACU, with the I2C bus connecting to digital potentiometers on the audio control matrix.
Fixed control lines for a tone generator and cross-point switch on the audio control matrix are also utilised, connecting via octal buffers through the DIN41612.
Communications to the outside world is managed via both a high-speed non-isolated RS232 link to the PIC and a high-speed isolated RS232 interface through a ‘D’ connector on the front panel to a notebook personal computer.
Memory is organised into a 128K boot EPROM, 256K of static ram and an 8M PCMCIA card connected as a non-ATA device (mounted on the daughter board).Analogue decoded solid-state announcements route from the daughter board to the audio control matrix (via the motherboard).
Overall Description
The Expanded serial I/O card provides additional serial interfaces using the spare serial interface UART’s of the Vehicle Communications module.
Equipment Location
Located at the 3rd in upper card row of AVAU/PIC Rack.
Equipment Functions
This card simply provides DC-DC converters to isolate the interfaces and opto-isolated line drivers/ receivers. Additionally, this module includes a mono-stable timer/ driver for the Watchdog relay interface.
System Controls
this 2 layer euro-card comprises opto-isolators, two dc-dc converters, rs422 drivers and receivers. also, a mono-stable timer and driver/ relay for the watchdog output; together with a spare relay output. the two serial interfaces are allocated to tims and ato/atp with independent isolation.
Audio Control Matrix Card (CACU_ACM)
Overall Description
The Audio control matrix is a central part of the AVAU, the card is responsible for switching and routing all of the audio signals.
Equipment Location
Located at the 5th from left hand side in upper card row of AVAU/PIC Rack.
Equipment Functions
The functions are performed by an analogue cross-point matrix controlled by the CACU CPU, giving the system the possibility of connecting any input (source) to any output (destination).
This 4 layer Euro-card comprises the analogue electronics required to route audio signals from all internal components to the analogue Train Wire Interface.
The circuitry includes ten analogue inputs, a DAC08 tone generator and nine analogue outputs (of which two contain audio limiter circuits). The tone generators and audio matrix connect to the control circuit on the CACU CPU board, whilst the analogue interfaces connect to the CACU analogue train wire interface board. All external audio signals route through the motherboard to/from this card via the DIN41612 connector.
Front Panel Communications Card
(FP_COMMS)
Overall Description
This card contains all of the interface circuits to the AOP & MOP units.
Equipment Location
Located at the 2nd from right hand side in upper card row of AVAU/PIC Rack.
Equipment Functions
This card provides the interface circuits to the AOP & MOP units.
System Controls
This four layer Euro-card comprising an RS485 WELNET communications port and an audio interface to the AOP/ MOP. The RS485 communications port is connected to the AVAU via a Flexio interface. There are four analogue interfaces comprising microphone signal from front panel, earpiece, monitor loudspeaker and power supply signals to front panel. The front panel in the context of this card means the AOP/ MOP.
Digital Train Wire Interface Card
(DIG_TWIFACE)
Overall Description
This card is the major external interface for digital signals from/ to the AVAU.
Equipment Location
Equipment Functions
This card provides the external interface for digital signals from/ to the AVAU
System Controls
This 4 layer Euro-card comprises duplicate circuits to the current train wire interface board for PA, CC, PC, Cab-active, EPA, Pass Comms Alarm and circuits for Door release/ triggers. These I/O are connected to the CACU CPU board via the Flexio bus whilst some direct signals also connect to the PIC CPU card. CC and PC may connect to the speech pair (via an internal inductor located within the rear of the rack, or directly to train wires from the front panel. A number of hidden control signals (for amplifier enables, speech pair relay, GSM/NRN) are also included on the Logic I/O card, routing through the motherboard (via a DIN41612) to the Analogue Train Wire Interface, the Audio Control Matrix, Expanded Serial I/O and the Front Panel Interface.
Power Supply Interface Module (PSU_MOD)
Overall Description
This module takes the incoming power supply from the train and provides filtering and transient suppression before the power is provided to the main DC-DC converter.
Additional filtering and protection is given to the DC-DC converter output as it is used to supply the isolated 24V rails for the train wires and the AOP/ MOP.
Equipment Location
Located at the 2nd from right hand side in lower card row of AVAU/PIC Rack.
Equipment Functions
This module takes the incoming power supply from the train and provides filtering and transient suppression before the power is provided to the main DC-DC converter
System Controls
This board takes a +110Vdc signal power supply through the front panel into the sub-rack. It provides protection against reverse supply connection and filters the supply for use by the amplifiers. The filtered +110V supply is then passed through to the Q-Series power supply (generating supply is passed back through the supply interface card, providing additional filtering, before being passed to the internal power supply board for
internal sub-rack power supplies. +24V is also connected to the front panel of the power supply interface board for connection to external systems or isolated +24V circuits
Operating Principles
Power supply interfaces
Identity Colour Description
+110V GREEN Indicates a healthy +110V power supply is available at the
input of the card.
+24V GREEN Indicates a healthy +24V power supply is being generated
by the Q-series power supply module.
Main Power Supply DC-DC Converter Module
Overall Description
This is a proprietary DC-DC converter, namely the Q- Series (EQ1001-7R) type manufactured by Melcher. The power supply operates from the train battery supply (nominal 110V DC) and provides a stable 24V DC output.
Equipment location
located at the first from right hand side in lower card row of avau/pic rack.
Operating Principles
There are two indicators: (1) Power IN OK
(qq) Power out OK
There are two test sockets to allow the 24V output supply to be measured.
Main Power Supply DC-DC Converter Module
Overall Description
This power supply card uses the stable 24V output from the Melcher Q series Main Supply to create multiple supply rails. Each of the multiple rails is separately isolated by means of a dedicated DC-DC converter, the following converters are fitted:
(rr) +5V AVAU supply rail (ss) +5V PIC supply rail
(tt) +5V GSM/ GPS supply rail (used by the Expanded serial I/O card on Delhi Metro)
Equipment Location
Located at the 3rd from right hand side in lower card row of AVAU/PIC Rack.
Equipment Functions
This power supply card uses the stable 24V output from the Melcher Q series Main Supply to create multiple supply rails
System Controls
This board requires a +24V input. This input is regulated to +15V for the switched mode power supply controller IC’s. Three switched mode power supply IC’s control three isolated switcher circuits to drive transformers. The primary switcher IC generates a 100KHz clock, which is then fed to the second and third switcher circuit.
there is an opto-isolated voltage feedback circuit on each of the switcher circuits, which monitors one of the outputs from each switcher in order to provide voltage regulation by modification of the mark to space ratio of each switcher controller ic.
a snubber circuit is included at both the input and the output of the switcher transformer cores to minimise ‘ringing’ from the cores.
Passenger Information System Control Card
(PIC)
Overall Description
This card is the heart of the PIS system comprising the communication control software for all PIS communications equipment. Its primary function is the storage of a route database complete with references for the audio system solid-state announcements and visual messages for displays. These messages are released in a controlled manner at specific trigger points determined either by the input from ATO/ATP, or through manual command via the MOP
