Railway Vehicles (EE537)

System Description and Mechanism Design –

Electrical Auxiliary and Train Control System

Ir Thomas Yung
Senior Design Engineer – Rolling Stock Engineering
Technical and Engineering Services Department
Hong Kong Transport Services
MTR Corporation Limited
[email protected]
 Introduction
1. General Configuration of Electric Multiple Unit (EMU)

2. Vehicle Operation Modes

3. Electrical Power System

4. Static Inverter (SIV) System

5. Automatic Power Control (APC) 17 Feb 2025

6. Vehicle Control Circuit (VCC) 24 Feb 2025

7. Train Management System (TMS)

8. Passenger Information System (PIS)

9. Revision

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 General Configuration of EMU
• Meaning of “EMU”

• Using electricity as the motive power, i.e., by traction

motor

• Having power supply for electrical equipment

• Having control of train in Cab / Hostler

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 General Configuration of EMU
• Take a typical example: C-train on Urban Line
8-car train = three units: A-C-B - B1-C1 – B-C-A.

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 General Configuration of EMU
• Take a typical example: SP 1900 train on TML

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General Configuration of EMU

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General Configuration of EMU

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General Configuration of EMU

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General Configuration of EMU

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 General Configuration of EMU
• Train line

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Vehicle Operation Control System

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 Vehicle Operation Modes
• Master Controller

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 Vehicle Operation Modes
• Key Switch + Traction Brake Handle + Mode Selector Switch

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 Vehicle Operation Modes
• Key Switch + Traction Brake Handle + Mode Selector Switch

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 Vehicle Operation Modes
• Key Switch + Traction Brake Handle + Mode Selector Switch

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 Vehicle Operation Modes
• Traction Brake Handle / Traction Brake Controller (TBC)

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 Vehicle Operation Modes
• Traction Brake Handle / Traction Brake Controller (TBC)

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 Vehicle Operation Modes
• Traction Brake Handle / Traction Brake Controller (TBC)

TBC PWM
(potentiometer) generator

C/I Unit Brake Control Unit

(gate control unit) (BCU)

Traction Motor Mechanical Brake

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 Vehicle Operation Modes
Master Controller Operation Principle
To operate the Hand Controller, the driver’s key must be
inserted and rotated to the unlocked position, which releases the
locking mechanism from the Mode Selector and allows it to be
moved to the desired operating mode.
Once the Mode Selector has been moved away from “Shut
Down” or “Stand-by” position, the driver’s key cannot be
removed.
“Press” down TBC/Deadman Switch
TBC can then be operated.
The Mode Selector can only be moved
when TBC at ‘0’ position.

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 Vehicle Operation Modes
Typical Modes of Operations

Shut Down

Stand By

Restricted Manual

Protected / Coded Manual

Automatic

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 Vehicle Operation Modes

Shut Down Mode

Only mode not requiring a Train Operator’s key
Emergency/Parking brake shall be applied
No control on traction & brake
No control on passenger doors
Usually only auxiliary power control is available
Minimum control and facilities available

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 Vehicle Operation Modes

Standby Mode

Train Operator’s key required

Emergency brake may be released

No control on traction & brake

Control available for passenger doors, communication

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 Vehicle Operation Modes

Restricted Manual Mode

Train Operator’s key required

Emergency brake may be released

Control available for traction & brake

Control available for passenger doors, communication

Fixed speed limit for driving in “Line of Sight Driving”

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 Vehicle Operation Modes

Coded Manual Mode

 Train Operator’s key required

 All control available in RM mode plus:

Speed limit varies according to Automatic Train Protection (ATP) System

 Not “Line of Sight Driving”

 Usually used as a degraded recovery mode for Automatic Mode

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 Vehicle Operation Modes

Automatic Mode

Train Operator’s key required

All control available in CM mode plus:

Automatic traction and brake control

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 Vehicle Operation Modes

Automatic Train Control / Operation (ATC / ATO)

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 Vehicle Operation Modes

Other Modes of Operation

 Many railways have special modes for recovery or particular operation,

e.g.

“Wash” mode for passing through wash plant

“Get Home” mode for moving a failed train to siding/depot

“High Speed RM” mode for higher restricted manual speed

“Constant Slow Speed” mode similar to cruise control on automobiles

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Electrical Power System

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Electrical Power System

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Electrical Power System
Normal power supply voltage
• DC
• 1500 V, for metro
• 750 V, for light rail
• 600 V, for tramway
• AC
• 25000 V, 50 Hz, single phase, for regional or district

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 Electrical Power System

Roof Equipment

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 Electrical Power System

Pantograph

3 units: PM1, PM2 and PMH car

Operated by compressed air

Main / Auxiliary compressor

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 Electrical Power System
Vacuum Circuit Breaker (VCB) /
High Speed Circuit Breaker

Roof mounted

Isolate 25kV incoming to protect

train borne equipment

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 Electrical Power System

• The VCB would open if :

 Loss of air pressure in the VCB

 Primary or secondary overload

 When train enter a neutral section

 When PDPB or ATPB(aux trip PB) is pressed

 Tripping of VCB circuit breaker

 Earth fault detected in power cable

 When traction motor overloaded

 When control air pressure is reduced

 When APC (Automatic Power Control) fails

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 Electrical Power System

Surge Arrestor

 To protect the downstream equipment

against external event (e.g. lightning).
 To prevent its failure, arrestor counter is
installed for monitoring.

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 Electrical Power System

Main Transformer

Step down 25kVac to different

voltage levels for use

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 Electrical Power System

Main Transformer (MTr)

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 Electrical Power System

Converter/Inverter (C/I) in
Propulsion (Traction) System

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 Electrical Power System

Converter/Inverter (C/I) in Propulsion (Traction) System

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 Electrical Power System

Converter/Inverter (C/I) in Propulsion (Traction) System

 The main power-switching element uses IGBT’s.

 These IGBT’s are capable of turning on and off by

controlling the gate drive.

 Using inverter control, the four control modes of

powering/regeneration and forward/reverse.

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 Electrical Power System

Converter/Inverter (C/I) in Propulsion (Traction) System

DC Traction
 DC – DC traction system
e.g. M-train in Urban Line
 AC – DC traction system
e.g. MLR train in East Rail
AC Traction
 DC – AC traction system
e.g. Lantau Line train, K-train in Urban Line
 AC – DC – AC traction system
e.g. SP1900/1950 in TML
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 Electrical Power System

Converter/Inverter (C/I) in Propulsion (Traction) System

DC – DC Traction System:
DC power supply  Chopper  DC traction motor

Traction Control
System

Chopper M

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 Electrical Power System

Converter/Inverter (C/I) in Propulsion (Traction) System

DC – AC Traction System:
DC power supply  VVVF Inverter  AC traction motor

Traction Control
System

VVVF M
Inverter

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 Electrical Power System

Converter/Inverter (C/I) in Propulsion (Traction) System

AC – DC Traction System:
AC power supply  Rectification  Chopper  DC traction motor

Traction
Control System

Transformer Rectifier Chopper M

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 Electrical Power System

Converter/Inverter (C/I) in Propulsion (Traction) System

AC – DC – AC Traction System:
AC power supply  Rectification  VVVF Inverter  AC traction motor

Traction
Control System

VVVF
Transformer Rectifier M
Inverter

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 Electrical Power System

Control function in Propulsion System

 Powering control (acceleration)

 Regenerative braking control (deceleration)

 Slip/slide and adhesion control

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 Electrical Power System

Animation videos as summary and for more detailed

supplementary information

• Propulsion System: https://www.youtube.com/watch?v=Um6JdFr_Gbo

• C/I Unit: https://www.youtube.com/watch?v=Z8sHKKkAG1s

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Auxiliary Power Supply Inverter (SIV) System

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 SIV System
 Auxiliary Power Supply Overview

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 SIV System
 Auxiliary AC Power Supply Unit

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 SIV System
 The SIV supplies auxiliary AC power for the train consist and for the

battery charger (DC power).

 There are two units (SIV no. 1 and no. 2) in one SIV module to supply

Low Voltage AC power to each feeder line no.1 and no. 2.

 Input to SIV comes from the Main Transformer (MTr) and output goes

to three-phase AC feeder line.

 Each SIV unit has IGBT Converter/Inverter circuit to rectify AC input

voltage to e.g. 380Vac, 50Hz three-phase constant frequency and

constant voltage.
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 SIV System
 Rated Output:
 155 kVA continue

 190 kVA (1 hour)

 380 Vac +/- 5%

 3 phases
 50 Hz+/- 1 Hz

 Power factor 0.85

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 SIV System
 The SIV is divided into three main sections:

1. Input filter circuit

2. IGBT Power Supply Inverter Circuit

3. AC Output Filter Circuit

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 SIV System
 Example of SIV Main Circuit Block Diagram for new Urban Line Train

e.

a. b. c.

d.

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 SIV System
a) The Input Filter Circuit reduces the rectified ripple from
the DC Line voltage, and reduces the level of higher
harmonic currents from the Power Supply Inverter
circuit entering the overhead line.
b) The IGBT Power Supply Inverter converts Line Voltage
to a square wave alternating voltage and stabilizes the
output voltage of the SIV using PWM control.
c) The AC Output Filter Circuit provides galvanic isolation
from Line Voltage by use of a step-down transformer
and reduces the switching ripple and harmonics.
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 SIV System
 Auxiliary DC Powered Equipment

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 SIV System
 DC Auxiliary Power System connects the following equipment:
3-phase output supply 1-phase output supply
Battery Lighting
Battery Charger CCTV
Air Conditioner Electronic Information Display System
Air Compressor Train Management System
Blower Fan Linear Fan

 Supplies 110/60/45/24Vdc power to the DC load via battery bus line

and to the battery for charging.

 The battery charger continues to supply power to the load after main

power has failed.

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 SIV System
 The distribution of DC power is designed based on two battery

chargers per unit connected to the load via blocking diodes, and two

batteries.

 If one battery charger fails, the load will be fed from the other healthy

battery charger and batteries.

 For large loads including evaporator fan and lighting circuit, the load

current is passed through separated battery bus line to avoid

interference to other circuits such as the train control circuit and

equipment.
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 SIV System
 The battery charger is

connected to a single-phase AC

main supply and produces DC

voltage suitable to charge the

battery and power the load.

 The output voltage of the rectifier is held at a constant voltage and

the output current and battery charging current are limited to avoid

overload.

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 SIV System

Animation videos as summary and for more detailed

supplementary information

• SIV: https://www.youtube.com/watch?v=zMpMNnZXxYQ&t=2s

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Automatic Power Control (APC)

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 APC

Neutral Zone (Separating circuits from two phases):

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 APC

Neutral Zone (Separating circuits from two phases):

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 APC

APC System consists of the following main equipment:

APC Track Coil

APC Antenna

APC Control Equipment

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 APC
APC System:
 Detects the train approaching to and passing from the neutral section
 Switches VCB off/on while train entering and out from the neutral
section
 Transmit VCB OFF info. to propulsion control equipment, SIV and TMS

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APC

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 APC

Track Coil P1 (Before NS)

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 APC

Track Coil P2 (Before NS)

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 APC

Track Coil P3 (Before NS)

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 APC

Track Coil P3 (After NS)

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 APC

Track Coil P2 (After NS)

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 APC

Track Coil P4 (After NS)

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APC

when the train travel through neutral section in normal direction and all track coils are healthy

when the train travel through neutral section in normal direction and the first P2 track coil failed

when the train travel through neutral section in opposite direction and all track coils are healthy

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 APC
Functions of APC system:
• VCB is turned off control before or after the neutral
section.
• To transmit the “neutral section approaching” signal to
the Propulsion equipment (C/I) so that the propulsion
equipment reduces the motor current smoothly before
VCB is opened.
• To inform the APC control state to C/I, Auxiliary Power
Supply equipment (SIV) and TMS for their recognition.
• Self check of APC Control equipment and to inform any
fault state to TMS.
• Backup control of the VCB. A PM car with faulty APC
system can be controlled via the healthy APC on
adjacent unit.
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Vehicle Control Circuit (VCC)

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 VCC

Provide coordinated control function

to various systems on the train in safe
operation:
e.g. emergency brake, traction, door
• Built by electrical control gears
such as relays and contactors
• Typical operation voltages are:
110Vdc, 48Vdc, 24Vdc

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 VCC

Trainlines

– control wires running the whole length of the train

Unitlines

– control wires running within an unit

Carline

– control wires running within a car

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 VCC

Electromagnetic Relay

https://www.youtube.com/watch?v=n594CkrP6xE&t=54s

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 VCC

Normally Closed / Normally Open Contact

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 VCC
Keys consideration in the design of VCC:
 Fail safe
No single failure shall result in wrong side failure,
e.g. loss of emergency brake, uncommanded door open

 Fault recovery
Back up/degraded operation mode shall be available to move a failed train out of the
main line

 Redundancy
For some service critical functions to improvement reliability of mainline service,
e.g. SIV, battery charger, VCB control

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 VCC

Emergency brake shall be applied when:

Commanded by train operator
Train operator incapacitated or ill
Commanded by ATP
Adequate braking effort not available
Other unsafe conditions, e.g. coupler unlocked

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 VCC

Emergency brake control usually consists of:

Safety Proving / Safety Interlock Relay (SIR) Circuit
- Check train operator command, ATP command and other Signals
in the driving cab

Brake proving Loop Circuit

- Check equipment status along the train
- Output are then use to drive the Emergency Brake Valve to release
Emergency brake

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 VCC

Common features of proving loop circuit:

 Energized with 110Vdc from batteries when Master Switch is activated
in front cab.

 Continuity of the circuit is achieved when all linked buttons, switches,

contacts and relays are ‘Closed’.

 Any break in the continuity of the loop will provoke immediate

emergency (pneumatic) brake application.

 If certain items on the loop become defective, it is possible to isolate

them (by cut-out / by-pass switch) to maintain min. performance

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 VCC
Safety Proving Circuit

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 VCC
Fail safe & fault recovery design
Safety Proving Circuit

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 VCC
Safety Proving Circuit

E.g. Set SIR

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 VCC
Safety Proving Circuit

E.g. Set SIR

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 VCC
Brake Loop Circuit

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 VCC
Emergency Brake Circuit

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 VCC

Passenger Door Control Circuits:

Conditions for passenger door open/close
- Train stop at correct location for door operation
- The cab is open up/occupied
Passenger Door Closed Proving Loop
- Train shall not start if any passenger doors are open
- PSD/APG and Passenger alarm device also included

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 VCC
Passenger Door Overview

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 VCC
Door System Working Principle

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 VCC

Electronic Door Control Unit (EDCU) :

 The EDCU is used to control door operator

 It has a microprocessor designed to control the DC
motor of the operator and to drive serial lines

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 VCC
Door System Interface

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 VCC
Door Electrical Interlock Mechanism

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 VCC
Lock at Door Close Position

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 VCC
Door Safety Loop

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 VCC
Door Safety Loop Bypass

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 VCC
Door Loop Complete Process

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 VCC

Safety Related Circuits

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 VCC

Auxiliary Power Control:

AC power supply
- Provided by SIVs for:
• A/Cs, ventilation, heating, main compressor, lighting
• Cross feed or dual feed to minimize effect of single SIV failure

DC power supply

- Provided by battery charger normally, by battery when no
overheadline supply

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 VCC

Auxiliary Power Control:

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 VCC
Traction and Service Brake Control:

 Interlocked with emergency brake control and door control

 Typical control signals:

For; Rev; Motor; Brake; Effort

 Effort signal is PWM, 0% and 100% is invalid level to cater for wiring
faults

 Full service brake application with invalid effort

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 VCC

Traction and Service Brake Control:

To motor, the control signal combination shall be:
• Forward/Reverse + Motor + No Brake + Valid PWM Effort
To brake, the control signal combination shall be:
• No Motor + Brake + Valid PWM Effort
To coast, the control signal combination shall be:
No Motor + No Brake + Valid PWM Effort
Example Forward Reverse Motor Brake PWM (%)
i) max. powering 1 0 1 0 50%
ii) min. braking 1 0 1 0 10%

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 VCC
Traction and Service Brake Control:

Dynamic Braking

• Rheostatic

• Regenerative

Pneumatic Braking

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 VCC
Traction and Service Brake Control:

Dynamic Braking

• Rheostatic

• Regenerative

Pneumatic Braking

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 VCC
Traction and Service Brake Control:

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 VCC
Brake Control Unit (BCU)

The BCU is part of analogue electro pneumatic air brake.

The output signals are converted into matching pneumatic

brake application to release pressure for the brake cylinder.

When an electric brake signal is applied, the brake cylinder

pressures are increased according to the actual load.

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 VCC
Brake Control Unit (BCU)

The microprocessor in the BCU contains all required

boards for the electro-pneumatic brake control and wheel

slide protection.

The microprocessor control logic includes fault diagnosis

and indication to facilitate maintenance and operation.

The BCU is interfaced with Train Management System for

communication.
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Train Management System (TMS)

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TMS

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 TMS
Benefits of using TMS

Facilitate driving

Reduce train down-times

Better maintenance planning

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 TMS
 Major functions for driver

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 TMS
 Major functions for maintenance

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 TMS

The 4 major functions of TMS:

Monitoring of trainborne system

Fault reporting and recording

Recording of operation information for incident

investigation

Non safety control functions

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 TMS

Major Equipment of TMS:

Central Unit

Local Unit

Event Recorder

Display & Display Controller

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 TMS

Central Unit (CU):

 Overall control of the complete

TMS

 Usually 1 in each cab

 Connected to TMS equipment and

other trainborne equipment

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 TMS

Local Unit (LU):

Installed in each car

Main TMS equipment for

interface with other

trainborne equipment

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 TMS

Event Recorder (ER):

Serves as the Black box of the train

1 at each cab 1 in the middle for maximum security

in case of accident

Records on a removable memory device in FIFO

 Records all important operating data

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 TMS
Event Recorder (ER):
 Records all important operating data
•1. Train identification, date, time
•2. Speed
•3. Status of driving mode-manual / ATO / driverless
•4. Power controller position and power equipment response
•5. Brake controller position and the brake equipment response
•6. Main air line pressure / brake cylinder pressure
•7. Emergency brake status
•8. ATC equipment status
•9. Status of doors and control
•10. Operation of safety related cut-out switches

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 TMS
Event Recorder (ER):

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 TMS

Display Unit (DU):

MMI interface with train
operator for:
Equipment status indication
Fault reporting
Accept control command
from train operator
Touch screen LCD

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 TMS

TMS Network Configuration:

2 Layers Configuration
Train bus connects all TMS equipment
Car bus connects LUs to other systems

3 Layers Configuration
Train bus connects all TMS gateways of each unit and CU
Vehicle bus connects LUs to the unit gateway
Car bus connects LUs to other systems

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 TMS
2 Layers TMS Network Configuration:

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 TMS
3 Layers TMS Network Configuration:

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 TMS
TMS Fault Categories:
Critical Fault
Faults which require immediate action, e.g. brake hang on
Operating Event
Unusual action/operation by train operator, e.g. operation of
brake loop cut out switch
Maintenance Event
Events which require attention from maintenance after
scheduled service, e.g., taillight failure

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 TMS

TMS Fault Categories:

Record
Events which provide information to maintenance during
routine maintenance
e.g. brake chopper operation
Notice
Information or reminder to train operator, e.g. Shut down
cab before leaving

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TMS
Different criticality levels require various TMS responses
Response of TMS
Criticality Level Request Display of Store in
Acknowledge[1] Fault[2] Memory[3]
1 Critical Fault   
Operating
2  
Event
Maintenance
3 
Event

4 Record 

5 Notice 
[1] Request the train operator in the active cab to acknowledge the occurrence of the fault through the train operator display.
[2] Display the fault message in the current fault screen
[3] Record the fault/event in the memory

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 TMS
Defect Handling with TMS:
 Automatic Defect Handling
The faulty system will report the fault to TMS and try to self reset, TMS
only report the fault to Train operator, e.g. O/P overcurrent in SIV
 Semi-automatic Defect Handling
The faulty system will report the fault to TMS for display and train
operator may reset the system via TMS, e.g. Overcurrent in traction
 Manual Defect Handling
The faulty system will report the fault to TMS for display, TMS will
provide guidance to reset the system, e.g. door fail to close, MCB trip

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 TMS

Non Safety Control Functions by TMS:

 Remote wake up/shut down

 Remote reset of faulty equipment

 Remote isolation of faulty equipment

 Parameters loading to trainborne system

 On board test management

 Control of Passenger Information

System (PIS)

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Passenger Information System (PIS)

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 PIS
Passenger Information System
In saloon Route Indication
• Flashing System Map (FSM)
• Dynamic Route Map (DRM)
• Active Line Diagram (ALD)
Electronic Information Display (EID)
Electronic Destination Display (EDD)
Electronic Train Number Display (ETND)
In Train LCD Display

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 PIS

Flashing System Map

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 PIS

Dynamic Route Map

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 PIS

Active Line Diagram

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 PIS

Electronic Information Display

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 PIS

Electronic Destination Display

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 PIS

Electronic Train Number Display

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 PIS

In Train LCD Display

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 PIS

Control of FSM/DRM/ALD/EDD/ETND
Provision of route information:
Current and final stations, door side, train number
Information may be from ATC, and TMS directly pass the
information to PIS equipment
TMS may also have intelligence to work out the route
information. TMS intelligence acts as back up for ATC
failure or special service condition.

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 PIS

Information from EID System (EIDS)

Greater variety of information including:
• General information such as weather, news, operation
messages for service delay, next station, advertisements
Message contents upload via bulk data transmission
facility, such as WLAN at stations

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 PIS

EIDS Message Types

Centralised Special Messages
• Live message from OCC
• Send via real time data transmission facilities, e.g. GSM
Trainborne Special Messages
• Preloaded messages via bulk data transmission facilities
• Triggered by train operator
• 2 Categories: Emergency and Service

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 PIS
EIDS Message Types
Programme Messages
• Periodically updated message via bulk data transmission
facilities
• Weather, news, advertisements
• A scheduling list controls the sequence and frequency of the
messages
Trainborne Operational Messages
• Supplementary to the in saloon route indications with name of
the next station and reminder of interchange

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 PIS

EIDS Message Priority

Priority Type of Message

1 Trainborne special message –

Emergency
2 Centralised special message

3 Trainborne special message –

Service
4 Programmed message

5 Trainborne operational message

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End of Lecture

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