Awais Final training report.pdf Orange Train

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Industrial Training
Report
Name: Awais Aslam
Student Roll No: 19AU002
Industrial Training Course: Supervised Industrial Training
Training Period: 16 weeks
Training Organization: Orange Line Metro Rail Transit system OLMRTS

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Abstract
"ENGINEERING" or "TECHNOLOGY" I imagine a world of innovation and ideas
focused on technical and practical implementation. It's amazing to consider how much
mankind has accomplished in revolutionizing the world and making strides in almost
every aspect of nature. As I write this report, detailing my technical field exposure at
a company as large as the Orange Line Metro Rail Transit system, I can't help but
be mesmerized by the implications of it all.
The focus of my work is on learning about Metro operation safety, including the main
hazards, working procedures, SOPs, and protocols followed during work. I've also
begun my third rail safety training, studying the general structure of the contact rail
and its distribution in the rail zone, along with principles of layout. I've also learned
about the overview of train lines and explored the general overview of the Orange train
and the network diagnostic system (DTECS), including train modules, communication
lines, control units, and HMI.
Overall, I believe this technical venture will provide me with a wealth of technical
awareness and professional skills that will stay with me throughout my life. In order
to explain my point, I'll discuss internships in general and then make the point with
my professional project. I believe that internships are one of the most important things
for engineering students. They provide students with the necessary tools to start their
careers, such as making contacts with companies, writing cover letters, visualizing
management skills, and going through interviews. But most importantly, internships
help us get used to the company environment and interact with its various actors. They
also allow us to evaluate our theoretical knowledge into practical work and develop a
certain kind of autonomy.

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Acknowledgment
I have completed my industrial training successfully in Rolling Stock department of
Orange Line Metro Rail Transit system. I worked in a very co-operative environment.
All Employs and higher Management of OLMRTS welcome me very well. I’m very
thankful to all co- operative and kind persons who have helped me to work with them
in a friendly environment. A special thanks to Mr. Faizan Ahmad who guided and
teach me very well and. It was a great honour for me to work with them. I also thankful
Mr. Absar Ahmad Manger of the department, they give me very useful advices during
the training tenure. It is hard to find the best place for a person to work in its full
attention and full motivation, in this organization, I found motivated people who
encourage to work and give the full support and potentially resolve the problems that
I found several times in my training tenure. Special thanks to all in charge and skilled
staff at Rolling Stock Department who give me knowledge, motivation, their important
time, and very useful tips and advice

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Table of Contents
Abstract................................................................................................................................... 2
Acknowledgment.................................................................................................................... 3
Chapter No. 1 ......................................................................................................................... 8
Background of the Training Organization........................................................................... 8
1.1 Introduction........................................................................................................................ 8
1.2 Vision................................................................................................................................. 9
1.3 Mission............................................................................................................................... 9
1.4 Slogan ................................................................................................................................ 9
1.5 Organogram ....................................................................................................................... 9
Departments Responsibilities................................................................................................... 9
Administration Department................................................................................................. 9
Contact & Coordination Dep.............................................................................................. 10
Comprehensive Management Dep.................................................................................... 10
Finance Dep ....................................................................................................................... 10
Human Resource Dep......................................................................................................... 10
Internal Audit Dep.............................................................................................................. 10
MIS ..................................................................................................................................... 10
Security Dep....................................................................................................................... 10
Chapter No.2 ........................................................................................................................ 12
Schedule of training, duties as a Trainee ........................................................................... 12
2.1 Schedule of training......................................................................................................... 12
2.1.1 Month 1: Workplace Safety and Basic Train Knowledge Training............................. 12
2.1.2 Month 2: HVAC (Heating, Ventilation, and Air Conditioning) ................................... 12
2.1.3 Month 3: Bogie (Wheel set and Suspension System) ............................................... 13
2.1.4 Month 4: Train Wheels, Doors, and Coupler............................................................. 13
2.1.5 Throughout the internship:....................................................................................... 13
Chapter No.3 ........................................................................................................................ 15
Duties as a trainee................................................................................................................ 15
2.2.1 Week No.1..................................................................................................................... 15
2.2.2 Week No. 2.................................................................................................................... 16
2.2.3 Week No. 3.................................................................................................................... 19
2.2.4 Week No. 4.................................................................................................................... 22
2.2.5 Week No. 5.................................................................................................................... 23
2.2.6 Week No. 6.................................................................................................................... 26

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2.2.7 Week No. 7.................................................................................................................... 29
2.2.8 Week No. 8.................................................................................................................... 32
2.2.9 Week No.9..................................................................................................................... 34
Introduction ....................................................................................................................... 34
Theory behind the HVAC System ....................................................................................... 34
HVAC Component .............................................................................................................. 35
2.2.10 Week No.10................................................................................................................. 45
2.2.11 Week No.11................................................................................................................. 48
HVAC Control Panel............................................................................................................ 48
2.2.12 Week No.12................................................................................................................. 51
Components of Bogie System ............................................................................................ 53
Traction device................................................................................................................... 54
2.2.13 Week No.13................................................................................................................. 55
2.2.14 Week No.14................................................................................................................. 58
Bogie air pipeline ............................................................................................................... 60
2.2.15 Week No.15................................................................................................................. 60
2.2.16 Week No.16................................................................................................................. 62
Door Functions:.................................................................................................................. 63
Switch Assembly: ............................................................................................................... 63
Chapter No: 4....................................................................................................................... 65
Project carried out ............................................................................................................... 65
3.1.1 HVAC System Maintenance ......................................................................................... 65
3.1.2 Bogie Regular maintenance .......................................................................................... 67
3.1.3 Door Regular maintenance............................................................................................ 70
Chapter No. 5 ....................................................................................................................... 73
Discussion and Conclusion.................................................................................................. 73
4.1.1 Conclusion .................................................................................................................... 73
4.1.2 Recommendation .......................................................................................................... 74
4.1.3 REFERENCES ............................................................................................................. 75
4.1.4 APPENDIX.................................................................................................................. 76
Detail of industrial supervisor............................................................................................ 76
Internship Card................................................................................................................... 76
Offer letter.......................................................................................................................... 77

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Table of Figure
Figure 1 Olmrts depot.............................................................................................................. 8
Figure 2 Daewoo logo .............................................................................................................. 8
Figure 3 Norinco logo............................................................................................................... 8
Figure 4 Personal protective Equipment icons....................................................................... 21
Figure 5 test result ................................................................................................................. 23
Figure 6 tract components..................................................................................................... 24
Figure 7 simple Rail................................................................................................................ 24
Figure 8 disc concrete type sleeper ....................................................................................... 24
Figure 9.Turn out.................................................................................................................... 25
Figure 10 Trailing turnout....................................................................................................... 25
Figure 11 Facing turnout........................................................................................................ 25
Figure 12 Current Receiver..................................................................................................... 27
Figure 13 High voltage unit.................................................................................................... 28
Figure 14 Full Automatic coupler........................................................................................... 30
Figure 15 Semi permanent coupler........................................................................................ 30
Figure 16 gangway ................................................................................................................. 31
Figure 17 Bogie....................................................................................................................... 31
Figure 18 LED Dynamic map .................................................................................................. 33
Figure 19 passenger compartment........................................................................................ 34
Figure 20 Compressor............................................................................................................ 36
Figure 21 Condenser.............................................................................................................. 36
Figure 22 Condenser fan........................................................................................................ 37
Figure 23 High/low pressure lines.......................................................................................... 38
Figure 24 Expansion Valve...................................................................................................... 38
Figure 25 Evaporator.............................................................................................................. 40
Figure 26 Heater..................................................................................................................... 41
Figure 27 Supply fan............................................................................................................... 41
Figure 28 Fresh air damper.................................................................................................... 42
Figure 29 Return air valve ...................................................................................................... 42
Figure 30 Water Separator..................................................................................................... 43
Figure 31 Air Purifier.............................................................................................................. 43
Figure 32 Dry Filter................................................................................................................. 44
Figure 33 Sensors................................................................................................................... 44
Figure 34 High pressure switch.............................................................................................. 44
Figure 35 Low pressure switch............................................................................................... 45
Figure 36 Hvac Control Panel................................................................................................. 48
Figure 37 Control Module...................................................................................................... 49
Figure 38 Contactors.............................................................................................................. 49
Figure 39 HMI......................................................................................................................... 50
Figure 40 Thermal relay ......................................................................................................... 50
Figure 41 Thermomagnetic Relay .......................................................................................... 50
Figure 42 Main Power Circuit Breaker ................................................................................... 51

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Figure 43 3Phase Relay .......................................................................................................... 51
Figure 44 Bogie....................................................................................................................... 52
Figure 45 Bogie Parts ............................................................................................................. 53
Figure 46 Traction device ....................................................................................................... 54
Figure 47 Site Visit.................................................................................................................. 55
Figure 48 Primary Suspension................................................................................................ 55
Figure 49 Secondary Suspension ........................................................................................... 55
Figure 50 Lateral Suspension ................................................................................................. 56
Figure 51 Shock Absorber ...................................................................................................... 56
Figure 52 Leveling device....................................................................................................... 57
Figure 53 Anti-roll Device....................................................................................................... 57
Figure 54 Site Visit.................................................................................................................. 58
Figure 55 Bogie Wiring........................................................................................................... 59
Figure 56 Bogie Fault Diagnosing unit.................................................................................... 59
Figure 57 Door Mechanism.................................................................................................... 64
Figure 58 Bogie visual inspection........................................................................................... 67
Figure 59 Bogie inspection..................................................................................................... 67
Figure 60 Gear box inspection ............................................................................................... 69
Figure 61 Door Inspection...................................................................................................... 71
Figure 62 Door Visual inspection ........................................................................................... 72

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Chapter No. 1
Background of the Training Organization
1.1 Introduction
The Orange Line Metro Rail Transit
system in Lahore, Pakistan is a significant
achievement in the urban rail transit industry.
This project, which utilizes Chinese
equipment technology and standards, was
made possible through the completion of the
entire industry chain in China, from design production construction to operation and
maintenance. Thanks to this initiative, Pakistani citizens now have access to modern,
effective, and secure transit services. The project was awarded to a joint venture
formed by NORINCO International Guangzhou Metro and DAEWOO Express
Corporation for eight years, after which Pakistan will gradually take over the
administration and operation of the line for autonomous use. The
Punjab Ministry of Transport is in charge of the project, and the
Punjab Mass Transit Authority (PMA) manages operations, signs
contracts, and conducts bidding on behalf of the government. The
operating project concluded the bidding process and issued the
operation and maintenance contract to NORINCO International
Guangzhou Metro and DAEWOO Express Corporation. After
eight months of rigorous training and capacity building, the
Orange Line project was inaugurated on October 25, 2020,
marking a new era of safe and efficient transit for Pakistani
citizens.
Figure 1 Olmrts depot
Figure 3 Norinco logo
Figure 2 Daewoo logo

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1.2 Vision
Future connectivity is made possible by the Belt and Road Initiative and a dependable
urban development partner
1.3 Mission
Set the city in action, connection.
1.4 Slogan
Moving life with care, comfort, and safety
1.5 Organogram
Departments Responsibilities
Administration Department
Responsible for matters related to administrative office fleet management logistics etc.

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Contact & Coordination Dep.
Responsible for business contract management external communication external
publicity etc.
Comprehensive Management Dep.
It requires a shift in committee proposals, communication, and applications, document
archiving, public connection management, publicity news monitoring, delegation
reception planning, and impotent activity management, among other things.
Finance Dep.
Responsible for Finance management of the company.
Human Resource Dep.
Responsible for Human resource department requirement management staff training
Internal Audit Dep.
Responsible for auditing the company’s finance income and expenditure and
economic benefits
MIS
Building the company's information management platform is their responsibility in
order to ensure efficient information support for the business operation and the security
and stability of the company information system.
Security Dep.
Responsible for security matters
Operation & Maintenance Departments
Equipment & Maintenance Dep.
Responsible for maintenance and repair of the mechanical and electrical system
(singling, track, heating& ventilation system) and other equipment of olmrts.
Operation Maintenance Dep.
Responsible for olmrts driving organization, equipment monitoring station
management, etc

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Rolling Stock Dep.
Responsible for driving trains and engineering vehicles (locomotive), maintenance of
trains, diesel locomotive trains, and inspection or repairing of equipment.
Safety & Technology Dep
Responsible for operation, safety, quality, technology rules, regulations management,
etc.
I trained in the Rolling stock department whose organogram is as follows

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Chapter No.2
Schedule of training, duties as a Trainee
In this chapter, I have discussed the major learning outcomes of this training.
Basically the 1st
month of the training I have to learn all about safety. After that, I have
to learn about the metro train basic knowledge and get familiar with its systems.
2.1 Schedule of training
2.1.1 Month 1: Workplace Safety and Basic Train Knowledge Training
 Complete workplace safety training, including safety regulations, protocols,
and procedures specific to the Rolling Stock Department.
 Pass safety tests and obtain necessary certifications to ensure a safe working
environment.
 Participate in basic train knowledge training to understand the fundamental
principles of trains, including electrical and mechanical systems, train
operations, and safety features.
2.1.2 Month 2: HVAC (Heating, Ventilation, and Air Conditioning)
 Gain in-depth knowledge of HVAC systems used in trains, including their
components, operations, and maintenance requirements.
 Participate in HVAC maintenance tasks such as filter replacement,
Evaporator/Condenser motor inspection, and coil cleaning, under the guidance
of experienced technicians.
 Assist in troubleshooting and diagnosing HVAC system issues and contribute
to repair and maintenance activities.
 Learn about energy efficiency and environmental considerations in HVAC
systems.

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2.1.3 Month 3: Bogie (Wheel set and Suspension System)
 Gain knowledge about bogie components, including wheelsets, axle boxes,
suspension systems, and brakes, and their role in train dynamics and stability.
 Learn about different types of bogie designs and their applications in different
types of trains and analyse their performance characteristics.
 Participate in bogie maintenance tasks such as wheel profile measurement, axle
box inspection, and suspension system, lubrication, and contribute to
improving bogie reliability and performance.
 Gain an understanding of wheel and axle maintenance, including wheel profile
measurement, profiling etc.
2.1.4 Month 4: Train Wheels, Doors, and Coupler
 Further develop knowledge and skills in train wheels, train doors, and coupler
systems, including their operations, maintenance requirements, and safety
considerations.
 Participate in train wheel maintenance tasks such as wheel profile
measurement, profiling, and replacement, and gain hands-on experience in
wheel set maintenance.
 Assist in train door maintenance tasks such as inspection, lubrication, and
troubleshooting of door systems, and learn about door safety features and
controls.
 Learn about different types of train couplers and their functions in train
operations, and participate in coupler maintenance tasks such as inspection,
lubrication, and replacement.
 Compile and analyze maintenance data, and prepare a comprehensive report
summarizing the internship experience, including observations, findings, and
recommendations for improving train maintenance processes.
2.1.5 Throughout the internship:
 Follow safety procedures and guidelines and adhere to company policies and
regulations.
 Collaborate with other team members and actively participate in team meetings
and discussions.

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 Attend relevant training sessions, workshops, and seminars to enhance
knowledge and skills in mechanical engineering and train maintenance.
 Maintain accurate documentation and records of maintenance activities,
observations, and findings for the internship report.
Note: The proposed internship plan can be customized based on the specific
requirements and opportunities available in the Rolling Stock Department and may be
subject to adjustments and modifications during the internship period. The duration
and sequence of training topics can also be adjusted based on the availability of
resources and the progress of the intern's learning.
Prepared By the organization Engineer.

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Chapter No.3
Duties as a trainee
2.2.1 Week No.1
From 02- 05-2023 to 06- 06- 2023
During my first day as an intern, I visited the HR department and met with HR
Executive, Ms. Ushna Sharif. She helped me through the documentation process while
the HR officers provided an orientation on OLMRTS. The engineers also provided
basic safety training, and I had a brief interview with Chinese officials.
Later, I went to the Rolling Stock department where I met with the Assistant General
Manager, Mr. Umer. He introduced me to the department and provided me with
information on maintenance routines, schedules, rules, and regulations. He also shared
our training plan.
During the safety education session, Mr. Faizan, the training engineer, gave us an
overview of safety measures through slides. I learned about concepts of metro
operation safety, production safety policy, Three Iron, and the relationship between
grades and accidents.
From the slides, I learned that balancing safety and production is essential for a
company to run smoothly. A well-defined production safety policy is crucial for
ensuring the protection and well-being of all employees involved in the production
process. The following are key points to consider when implementing a production
safety policy:

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Conduct a thorough risk assessment to identify potential hazards within the production
environment, including analysing equipment, processes, and work areas to identify any
potential safety risks. Provide comprehensive training and educational programs to all
employees, covering safety procedures, emergency response protocols, proper use of
protective equipment, and awareness of potential hazards. Establish clear and detailed
safety procedures for all production activities, including guidelines for equipment
operation, handling hazardous materials, and maintaining a safe work environment.
I also learned a Chinese quote: "Three Irons" - iron wrists, iron heart, iron discipline.
Finally, the relationship between grades and accidents is 99+1 =0.
2.2.2 Week No. 2
From 8-05-23 to 13-05-23
This week, I am studying metro operation safety and the four "Nevers." My trainer
emphasized that I should never enter an accident area until the cause has been
identified or go to the accident site until the responsible person has been punished.
Additionally, I must ensure that preventive measures are in place and employees are
well-educated before entering the accident area.
In my prevention studies, I learned it's crucial to take steps to prevent accidental entry
into the railing area. It's also important to prevent mistakes such as dispatching wrong
orders, moving trains based on unconfirmed signals, and turnouts. Other measures
include preventing over-speeding trains, opening doors at the wrong time, train
conflicts, derailments, rear-end collisions, and overrun signals. Additionally, it's
important to prevent vehicle brake system failures and suspension device
malfunctions. Preventing electric shock, injuries caused by contact rails, incorrect
power transmission, and failure to cut off power are also vital. Preventing fires in key
areas and ensuring proper functioning of firefighting linkage equipment is crucial.
I have studied general safety rules for employees and discovered the importance of
being aware of warning signs and avoiding accidents. Being cautious when using
escalators to avoid pinching, being careful around areas with water or oil on the ground
to avoid slipping, and being mindful of falling objects to prevent injuries are all
important. Keeping an eye out for equipment malfunctions and addressing them
promptly to prevent accidents is also crucial.

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After studying the guidelines, I learned to avoid waving green, yellow, or red items
near the work area, refrain from chasing or fighting at the traffic operation site, and
avoid using tools or equipment with potential safety hazards
I recently learned about production safety and discovered that the contact rail does not
need to experience a power outage when manually operating the turnout, as long as
the distance from the live contact rail is greater than 700 mm. To enter the area, at least
two people are required, with one of them being a station equipment controller or
above. During the operation, one person should operate while the other monitors. It is
also important to follow the established walking route map.
Furthermore, I gained knowledge in Special Equipment and Special Operations.
Special Equipment includes life-safety-related equipment such as pressure vessels
(including gas cylinders), pressure pipelines, elevators, hoisting machinery, and motor
vehicles in factories that pose significant risks, along with the safety accessories and
protection devices that come with it. Special Operations involve activities that can lead
to injuries and death and pose a significant hazard to the safety of the operator, others,
and the surrounding facilities, such as electrician operation, metal welding cutting
operation, elevator operation, motor vehicle driving in the field (factory), climbing and
erection operation, pressure vessel operation, and refrigeration operation.
I also received training on firefighting safety, which provided me with knowledge on
the sources, process, and methods of fire, as well as the types of extinguishers.
Combustion must meet three conditions simultaneously: combustibles (such as wood
and paper), combustion support (like oxygen), and ignition source (open flames and
sparks). To prevent combustion, it is essential to control combustible materials, isolate
combustion-supporting materials, and eliminate ignition sources. Firefighting methods
for burning conditions are cooling, isolation, suffocation, and suppression. Common
fire extinguishers include foam fire extinguishers (for fires caused by wood, cotton,
gasoline, and diesel), dry powder fire extinguishers (for the initial fire of petroleum,
flammable gas, and electrical equipment), carbon dioxide fire extinguishers (for
equipment below 600 volts and oil), and haloalkane fire extinguishers (for precision
electronic equipment and valuable equipment).
Using a fire extinguisher can be an effective tool to extinguish small fires before they
spread. If I need to use one, follow these steps:

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Pull the pin: The first step is to pull the pin located on the top of the extinguisher. This
breaks the seal and allows me to discharge the extinguisher.
Aim at the base: Next, aim the nozzle of the fire extinguisher at the base of the fire.
This is because extinguishing a fire at its source will help prevent it from spreading.
Avoid aiming at the flames as this will not put out the fire.
Squeeze the handle: Squeeze the handle of the extinguisher to release the agent. Be
sure to stand several feet away from the fire.
Sweep the agent: Sweep the agent from side to side, still aiming at the base of the fire.
Continue to discharge the agent until the fire is completely extinguished.
After studying firefighting, I learned that when a fire cannot be controlled and the
flame height exceeds 1 meter while releasing a large amount of dense smoke, it's
crucial to escape if there's significant heat within 3 meters.
I also learned about comprehensive safety governance and the importance of
employees strictly adhering to two disciplines and one standard. This includes strictly
following laws and regulations, not being late or leaving early, not leaving work during
working hours, getting enough rest, maintaining a positive mental outlook, working
with a certificate, following norms and safety regulations, and adhering to labour and
work discipline, as well as standardized workflows.

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2.2.3 Week No. 3
From 15-05-23 to 20-05-23
During my studies this week, I learned about contact rails, also known as third
safety rails, and their composition. These rails are erected on one side of the train tracks
and come into direct contact with the current collecting shoes to supply electric energy
to the bus. The contact rail system has a simple structure, high reliability, high abrasion
resistance, requires less maintenance work, and has small clearance requirements for
tunnels. The orange line contact rail system primarily uses a DC voltage of 750V and
is composed of a steel-aluminum composite rail, insulating brackets, end elbows, and
protective covers.
The distribution of contact rails is as follows:
 Inside the station, the contact rail is located opposite the platform.
 In the tunnel, the elevated station contact rail is set to the right of
the train's positive direction.
 The entry or exit line of the depot or the contact line is located
outside.
 The horizontal distance from the center of the contact rail to the
center of the line is 1510mm, and the height is about 200mm.
The main risk points of contact rails are in the rail travel area with 750V contact rail,
including the main line, assistant line, test line and depot line, as they are all high
voltage equipment. The main safety risk points are electric shock, falling from a height,
mis-operation of the train driver, and equipment dropping off the line.
In the station, opposite the platform, I can find the contact rail. It is important to be
cautious and avoid touching or stepping on the contact rail equipment when entering
the track area
Main security risk points of Contact rail
 Contact rail equipment in the tunnel near the platform
 Various cables connected to the contact rail
 Keep a safety distance of more than 700mm from the contact rail

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 The position of the transition between the entry and exit line ,it is prohibited
to touch the contact rail and its accessories
Precaution of Contact rail of new line
 Requirement in safety education
 Blackout in contact rail area, Hang the ground wire
 Requirement of wearing labor protection
 Pay attention to Safety signs
Requirement in safety education
 The employees of each professional organization are familiar with the site
conditions of the corresponding contact rail area
 Contact rail safety knowledge is incorporated into all employees' safety
education
 Do a good job in the safety of the contact rail area, and the safety supervision
should be responsible by indicated person
Third rail Power off and ground wire is hung
Before entering the line, it's important to ensure that the contact rail is powered off
and the ground wire is properly hung. To test the power, connect the ground
terminal of the tester to the traction return rail, and place the end of the tester
against the power failure device. If there is no sound or flash, the power is out.
Once I confirmed that the power is off, connect the ground terminal of the ground
wire to the traction return rail, then attach the other end of the wire clamp to the
conductor that was powered off, and install a red flashing light. This entire process
should be carried out by one person, who should also be supervised by another
person.

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Requirements of labor protection wearing
Safety Sign
Safety signs consist of safety colors, geometric figures and graphic symbols. Safety
signs are divided into four types: prohibition signs, warning signs, instruction signs,
and reminder signs. When employees are offline, they must pay attention to various
signs
Emergency response principle of Contact Rail area
Two disposal principle:
 Insulation rods which are qualified after being tested are used for handling
obstacle (except rainy days) .Operators should wear high-voltage insulating
gloves and boots when handling. Keep a safe distance of more than 700
mm between human body and live contact rails
 When handling obstacle in heavy rain, if the obstacle twines with the
contact rail, the power should be cut off.
Disposal procedure principle:
 Find obstacle.
 report to OCC and station
 Mainly handled by the station, professionals are preferred
1 Wear
clothing
3、Wear Insulated
Shoes
Wear Helmet
Figure 4 Personal protective Equipment icons

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 Flexible handling of special sections without affecting driving safety
 If on-site personnel can't handle it, quickly prepare for emergency repairs
 All majors cooperate closely to reduce the impact on traffic, and report it in
time after processing
Disposal procedure of train driver:
 If the train comes to a halt due to an obstacle, please report it to both the train
dispatcher and the station. The train driver should always follow the
instructions given by the train dispatcher or the accident handling director.
 If the train partially passes the obstacle, indicated by the front end pantograph
or current collector boots passing it, and the network voltage remains normal,
slow down to a speed limit of 5km/h and listen for any unusual noise. Once
stopped, follow the orders of the accident handling officer and the train
dispatcher.
2.2.4 Week No. 4
From 23-05-23 to 27-05-23
During my studies this week, I learned about the organization of construction for
contact rail. Before the construction of the main line, assistant line, and depot line
begins, the construction director should register the construction at the station or depot.
After approval from the train dispatcher, the station or depot will sign off (using red
flashing lights for the operation of engineering vehicles or commissioning of the train).
Alternatively, the station can directly approve the construction (if it falls under the
operation authorized by the train dispatcher). Once approved, the station or depot will
notify the construction director to begin construction. The director can then open the
end wall door using keys borrowed from the station to enter the operation area. After
use, it is important to ensure that the platform screen door is closed. If the operation
belongs to an external unit, only cooperating personnel can borrow the platform screen
door at the station.

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After the construction is completed, construction director is responsible for clearing
the line and evacuating the site. After construction director confirms the removal of
the protection, he can go to station to do construction afterwards register and return
the platform screen door key to the station
Conducted a safety test by Mr. Faizan,
Alhamdulillah I got 82 marks out of 100 in the first
safety test.
I Obtain permission and permits on the depot
control center before going on a site visit. Issuance
of Personal Protective Equipment (PPE) by the
master technician for the site visit.
The master technician toured the workshop and
told me the safety measures to avoid hazards. Told about
 Employee Safety Equipment
 Blue light method
 Train maintenance.
2.2.5 Week No. 5
From 29-05-23 to 03-06-23
During my studies this week, I gained knowledge about the importance of the line
in the functioning of locomotives and trains. It huge pressure from the rolling stock's
wheels and directs their movement. Metro lines have distinct roles in operation, such
as main lines, auxiliary lines, and depot lines. And tack composition, signals.
 The main line carries passengers,
 While Auxiliary lines are designed to ensure the main line's operation,
including depot test lines and interval return lines.
 The depot line is utilized for plant operation and parking of trains in the depot..
Figure 5 test result

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Track:
Tracks are used to guide the running direction
of locomotive /trains and directly with stand the
huge pressure transmitted by the wheel set of
locomotive/trains; steel rails also provide a loop
for power and signal circuits
The track is composed of six main parts: steel
rail, sleeper, track bed, connection parts, anti-climbing
equipment and turnout
Rails:
The orange rail main line and the depot test line
use 60kg / m rails, and the other depot lines use
50kg / m. At present, the standard lengths of rails
are 12.5m and 25m
Sleepers:
According to the materials used for making
sleepers, there are mainly two types of sleepers:
wooden sleepers and steel disc concrete sleepers.
Track bed:
The ground line of Metro lines generally adopts gravel track beds, and integral track
beds are generally used in tunnels
Coupling parts:
Commonly used coupling parts include plywood (fish plate), bolts, spikes, fasteners,
etc. Elastic split fasteners are commonly used in Metro monorail beds. This kind of
fastener makes up the defect of insufficient elasticity of the overall track bed to a
certain extent.
Figure 6 tract components
Figure 7 simple Rail
Figure 8 disc concrete type sleeper

25
Turnout:
The role of turnouts: Turnouts are line equipment for rolling stock moving from one
rail to or over another, which are an important component of the track system. The
main line uses No. 9 turnout, and the depot uses No.7 turnout. The lateral structural
speed of No.7 is 30 km / h; the lateral structural speed of No. 9 turnout is 35 km / h.
Facing turnout: The train ran first on the cusp and then on the frog.
Consequent turnout: The train ran first on the frog and then on the cusp.
Signals:
Fixed signal: A signal standing at a fixed place to protect a fixed target.
Colour light signal machine: The signal machine that expresses the meaning of the
signal by the color, number and lighting status of the light.
Protective traffic signal: A signal set at a section turnout to indicate whether a train
can enter its protected route
Guidance signal: permit the train to display the signal of the place through the signal
machine or hand signal at a prescribed speed under abnormal conditions or under the
condition that the signal is off.
Figure 9.Turn out
Figure 10 Facing turnout Figure 11 Trailing turnout

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2.2.6 Week No. 6
From 05-06-23 to 10-06-23
During this week I learn about basic knowledge of driving Metro rail drivers
usually undergo comprehensive training programs that cover theoretical knowledge
and practical skills related to operating and controlling metro rail vehicles. These
programs are designed to equip aspiring drivers with the necessary knowledge and
skills to safely operate metro rail systems
Metro rail drivers are responsible for the safety of passengers and the proper
functioning of the metro rail system. Therefore, they receive specialized safety training
to ensure they are well-versed in emergency procedures, safety protocols, and risk
management
I have learned about the basics of train systems, including an overview of the Lahore
Orange Line train project in Pakistan. This project has a total of 27 B-type trains, with
a 5-knot marshalling, 3 moving and 2 towing power marshalling model. The train's
maximum operating speed is 80 km/h and it uses the DC 750V third-track current
receiving method. The supplier for this project is CRRC Zhuzhou Electric Locomotive
Co., Ltd. additionally, the main structural components of the train have a design life of
30 years.
Network diagnosing system
I have learned about the network diagnosing system train adopting the distributed
electronic train control system DTECS of Times electric co. This system uses a dual
MVB redundant control bus, which controls and monitors the entire train. The entire
system includes onboard hardware, operating system, control software, diagnostic
software, monitoring software, and maintenance tools.
Main Function
 Train operation mode
 Operator and direction control
 Emergency traction control
 Air-electric combined braking control
 Diagnostic function: TCMS classifies faults into 3 levels:

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Serious failures: Failures that seriously affect the operation of the train may cause
danger to passengers and trains. The driver must confirm the failures and deal with
them immediately. If the fault cannot be eliminated in time, the train needs to clear
passengers at the next station and return to the warehouse to resolve the fault.
Medium faults: Faults that affect the operation of the train. The driver must confirm
the faults and deal with them immediately. If the fault cannot be eliminated in time,
the train needs to exit the operation chart after completing this one-way operation and
return to the warehouse with empty trains to resolve the fault.
Minor failures: Failures that do not affect operation can be returned to the warehouse
for reprocessing after the train operation ends.
Traction main circuit system
I have gained knowledge about the Traction main circuit system used by trains. The
system, created by Times Electric, includes a current receiving system, a high voltage
box, a traction inverter box, and a traction motor. It operates at a voltage of 500V to
900V and uses an AC drive system with a VVVF inverter and an asynchronous squirrel
cage motor. The VVVF inverter contains two IGBT inverter module units, which
power four traction motors. The train uses electric braking, with regenerative braking
preferred over resistance braking. If electric braking is insufficient, air supplement
braking is automatically activated.
Current receiver: The train uses a current
receiver that contacts the third rail from the bottom
to receive power. The current collector uses Hunan
Zhongtong collecting shoes and consists of a
frame, lifting arm assembly, arc cover, cylinder
unit, collector shoe, insulating arm, and spring
unit. The pneumatic current receiver is used to
make the carbon slider and the first three tracks
connect and obtain electricity, with a maximum speed of
80km/h. Each train has 20 current receivers with one set on each side of the bogie.
Figure 12 Current Receiver

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High-voltage electrical unit: The high-voltage
electrical unit consists of a current-receiver and
pantograph switching power supply interlocking
contactors (KM11, KM12), a three-position switch
QS1, high-speed circuit breaker (HSCB), and a bus
fuse (BAF). In each high-voltage electrical box.
Inverter unit: The traction inverter unit converts the third
rail's direct current input from the current receiver into a three-phase alternating current
with adjustable frequency and voltage to power the traction motor. The inverter unit
uses an inverter circuit of IGBT elements. A traction inverter box has 2 inverter units
and drives 4 asynchronous traction motors. The traction inverter box cooling adopts
forced air cooling mode, and each motor train has a traction inverter box.
Auxiliary Power System
I have learned about the Auxiliary Power System, which is a crucial component of
every train's TC car. It consists of components like auxiliary power, DC24V power,
and auxiliary high-voltage circuits, including an inverter, a document number 1
charger, and more. If one system fails, the other can be used to supply power.
The auxiliary power system converts DC voltage into three-phase AC voltage to power
air conditioners, air compressors, and more. It also converts the AC voltage (document
number 3) into a document number 1 power supply for charging batteries and running
trains through a battery charger. There is a node circuit to supply power, and DC24V
is obtained from document number 1 through DC/DC conversion to power headlights
and other loads.
Node circuit: The node circuit system consists of wires, relays, contactors, fuses,
micro-switches, IO modules, indicator lights, and other components. It obtains power
from the battery or charger to control the entire train's control circuits' power supply
and key functions. The node circuits also implement safety-related functions like
emergency braking, door control, and safety loops. While it is redundant with the train
network software, I control, it can still control the train independently in an emergency
Figure 13 High voltage unit

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2.2.7 Week No. 7
From 12-06-23 to 17-06-23
During this week I learn about braking system in orange line train the braking
system in metro trains is a critical component that ensures safe and controlled
deceleration and stopping of the trains. The braking system in metro trains is designed
to handle the unique requirements and characteristics of rail vehicles and plays a
crucial role in maintaining the safety of the traffic.
The train adopts Knoll's EP2002 rack control system. One train contains 2 gateway
valves and 8 smart valves. It is mainly composed of wind source system, brake control
unit, auxiliary control module, basic brake unit, air suspension equipment, sand
spreading operation device and other equipment, and realizes the functions of train air
supply and train air braking.
Service Brake: The service brake is the primary braking mechanism used for routine
operation and stopping of the metro train. It allows the train operator to control the
speed and bring the train to a controlled stop.
Emergency Brake: The emergency brake is an additional braking system that is
activated in emergency situations when immediate and maximum braking force is
required. It provides rapid and powerful deceleration to bring the train to a stop in
critical situations.
Service
Brake
Fast Brake
Emergency
Brake
Partaking
Brake
Spring force brake
≥1.2m/s
2
0-1.0m/s
2
Electric brake +Air brake
Impact rate ≤0.75m/s
3 Impact rate ≤0.75m/s
3
Electric brake +Air brake
≥ 1.2m/s
2

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I have gained knowledge about the train's door, body, and coupler systems. The train
door is a product of Connie's company and consists of the passenger compartment door
and the driver's compartment door. Each car has eight electric double-opening hidden
doors in the passenger compartment, while the driver's door is a folding door located
in the driver's cab of the TC car on both sides. The train body is made of stainless steel,
which is lightweight, has a beautiful appearance, and provides sound insulation and
environmental protection.
The train coupler and through passage are made by Autome, with full-automatic
couplers at the head and end and semi-permanent couplers between the trains. The
coupler configuration is as follows: TC-M1-M2-M1-TC. There is a gangway between
each car, which is split.
The main functions of the passenger door:
 Door opening/closing,
 Display of door status, re-opening,
 Secondary buffer function,
 Obstacle detection,
 Door fault removal, emergency door exit/unlock, and door
 Bypass function.
Full automatic coupler composition
Full automatic coupler is composed of
mechanical hook head, electrical hook head, and
crush tube, buffer system, centering mechanism,
support mechanism, overload protection device
and other parts.
Semi-permanent coupler composition
The semi-permanent coupler with crushed pipe
is equipped with a snap ring connection structure
to ensure connection with the semi-permanent
hook-and-release device with rigid rod
Figure 14 Full Automatic coupler
Figure 15 Semi permanent coupler

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Gangway
The TC car is provided with a through passage at the second end and other ends of the
train. The passage is divided, and the passage has a width of 1300mm and a passage
height of 1900mm. The through passage is composed of a crossing board, an interior
trim board, and a folding windshield. The service life of the structural components is
30 years, and the life of the folding shed is not less than 15 years.
1. Composition of outer windshield
2. Composition of top guard
3. Composition of crossing
board
4. Composition of pedal
5. Composition of side guard
6. Upper guard plate mount
7. Lower guard plate mount
8. Support composition
9. Ground wire
10. Coupler wear plate
I learn about Bogie system overview, the
train Bogie system adopts ZMA80 type
bogies of Zhuji Bogies Department. It is a
type B subway bogie with a speed rating of
90km / h. Each train is equipped with two
bogies.
The bogies are divided into bogies for motor trains (in M1 and M2 cars) and bogies
for trailers (only in Tc cars). The structures of the two types of bogies are similar, both
are bolster-free bogies, and the bogies are welded by steel plates. Traction motors, gear
transmissions, couplings, etc. are mounted on the bogie of the motor train. The traction
motor is suspended and fixed on the bogie frame
Figure 16 gangway
Figure 17 Bogie

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2.2.8 Week No. 8
From 19-06-23 to 24-06-23
This week, I have been learning about the Passenger Information System. It is a
train broadcasting system that offers computer and audio information services to
passengers through the audio bus and the train terminal. This comprehensive system
is designed to ensure that passengers receive all the necessary information to make
their journey comfortable and convenient.
Cab to Cab Intercom
The driver can intercom in own cabin with the driver in the other by pressing the button
CC of DACU. The driver in own cabin is speaking with the button “CC” on while the
other is listening. Release the botton CC and the button light goes off, the cab to cab
intercom is over.
PA to Passengers from the Driver
The driver can perform PA to passengers through the DACU with pressing the button
“PA”, after pressing the button “PA” if there is not occupied by higher priority
function, manual PA function will be activated for the driver.
OCC Radio PA
Train-borne public address system provides the voice interface and communication
interface for train radio system, to activate OCC to perform PA to the passengers in
saloons and cabins.
Train-borne public address system automatically receives the train radio system and
activates the control signal, and makes the PA function of OCC effective. OCC sends
voice information or text information needed to broadcasting into train broadcasting
equipments through the train radio equipments, and then broadcasts or displays the
information to drivers and passengers through broadcasting equipment’s.
Digital Bus Stop Announcement
There are two modes of automatic station reporting and manual station reporting.
Among them, automatic station reporting can be divided into fully automatic and semi-

33
automatic station reporting. The station mode can be selected by the driver on the
broadcast control box.
Manual broadcasting. The driver presses the PC button on the control box. After the
light is on, the guest can manually broadcast the front arrival and related information
in the guest room through the handheld microphone.
LED dynamic map
Each train passenger compartment is provided above the car door zone Dynamic Line
FIG. Dynamic map divided into two parts, an upper part is used to display the entire
label lines: the lower half of the relevant operational information via LED dot matrix
display screen, can display 16 characters simultaneously. At each end of a green arrow
is used to indicate the door.
The information that can be displayed on the dynamic map includes: 1) operating line
information;
 Door opening information
 Forecast station information
 Arrival information
 Prompt information.
Emergency pre-recorded broadcast
In an emergency situation, such as a fire or serious failure, the driver can play the pre-
recorded information such as grooming through the operation of the broadcast control
box. This information is stored in the memory card on the digital information processor
along with the automatic station information.
Figure 18 LED Dynamic map

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2.2.9 Week No.9
From 26-06-23 to 01-07-23
I learn about Hvac system in orange line train, introduction, parts, working
principle
Introduction
The heating Ventilation and Air conditioning
system is specially designed to adjust the interior
environment of the vehicle such as temperature
and humidity of the vehicle, thus providing a
healthy and comfortable traveling environment for
the passengers.
The Orange Line Metro trains use the overhead unitary HVAC unit. Each car is
provided with two units, and a separate unit for driver cab. The design for each unit of
the HVAC system is featured advanced technology, reliable function, good
accessibility, and maintainability, which ensures the air conditioning works with high
efficiency, low power consumption, low vibration, and low noise, and obtains good
comfort.
Theory behind the HVAC System
The HVAC works on a vapor compression system, in which the refrigerant undergoes
phase changes and it is the most widely used method for air-conditioning of
automotive. A simple vapor compression system completes these fundamental
processes in one cycle.
• Compression
• Condensation
• Expansion
• Vaporisation
Figure 19 passenger compartment

35
Technical Aspects
HVAC Component
• Compressor
• High Pressure / Low-Pressure Lines
• Condenser
• Condenser Fan
• Dryer
• Expansion Valve
• Evaporator
• Steam Water Separator
• Electric Heater
• Air Supply Fan
• Fresh Air Damper
• Return Air Damper
• Sensors
Type DLD40L
Capacity 40kw
Air Flow 5000 m3/h
Refrigerant 4kg(R134a)
Weight 935kg
Heater power 9kw
Power Supply 3phasa, 380v,50HZ

36
Compressor
The compressor draws the refrigerant
vapor from the evaporator, compresses it
into a high-temperature and high-pressure
refrigerant gas, and discharges it from the
exhaust pipe into the condenser.
Observation
During the site visit and the following instruction, I observe the HVAC compressor.
During observation, I identify the compressor, its location, purpose, quantity, and
working
Purpose
Which is used to increase the pressure and
temperature of refrigerant gas.
Quantity: 04 Compressor in one Unit
Type: Fully closed vertical scroll
compressor
Rated power: 4.0 KW
Refrigerant: R134a
Condenser
The condenser is a copper tube, copper
finned tube heat exchanger. In the
condenser pipe the high-pressure and
high-temperature refrigerant gas is cooled
down by the outside circulating air and
condensed into high-pressure and low-
temperature refrigerant liquid.
Figure 20 Compressor
Figure 21 Condenser

37
Observation
During the site visit and the following instruction, I observe the HVAC condenser. I
observe the HVAC condenser. During observation, I identify the condenser, its
location, purpose, quantity, and working
Purpose
The purpose of the condenser is to receive
the high-pressure gas from the compressor
and convert this gas to a liquid.
Quantity: Each air conditioning unit 02
Piping: Internal thread brass, staggered
Heat sink: copper foil.
Frame: Stainless steel plate
Condenser fan
The condensing fan draws air from both
sides of the unit to absorb the heat of the
refrigerant gas in the condenser tube and
cause it to condense while the hot air is
discharged from the top of the unit by the
condensing fan.
Observation
During the site visit and the following instruction, I observe the HVAC condenser fan..
During observation, I identify the condenser fan, its location, purpose, quantity, and
working
Purpose
Its purpose is to transfer heat from the
refrigerant system into the outdoor air
which keeps the compressor from
overheating.
Figure 22 Condenser fan

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Type: Axial flow
Air volume：8000 m3/h
Rated power：0.9KW
High Pressure Lines
It is used to carries refrigerant from compressor to condenser and from condenser to
expansion valves.
Observation
During the site visit and the following
instruction, I observe the HVAC high
pressure lines. During observation I identify
lines path and I observe the high pressure
lines diameter less then low pressure lines
etc.
Low Pressure Line
It is used to carries refrigerant from expansion valves to evaporator and from
evaporator to compressor.
Observation
During the site visit and the following instruction, I observe the HVAC low pressure
lines. During observation I identify lines path and I observe the low pressure lines
diameter greater then high pressure lines etc..
Expansion Valve
The refrigerant flow on the inlet of the
evaporator adjusts the refrigerant flow and
reduces the refrigerant pressure to ensure
that the evaporator has sufficient refrigerant
to meet the required load conditions.
Figure 23 High/low pressure lines
Figure 24 Expansion Valve

39
Observation
instruction, I observe the HVAC Expansion
Valves. During observation i identify the
expansion valve, its location, specification
and try to understand its Working principle.
There are total 6 valves in one unit of Saloon
HVAC, 4 are operates on 6KW and 2 are 12
KW.
Quantity: 06
Material: Brass
Function:
The expansion valve receives the refrigerant fluid. It then reduces the refrigerant fluid
pressure before it enters the evaporator. In orange line metro train use thermal
expansion valve Type
Expansion Valve components
 Capillary tube
 Sensing Bulb
 Diaphragm
 Pin
 Spring
 Valve Bod
Expansion Valve Working
The Expansion valves reside between the evaporator and condenser in the
refrigeration cycle. The main body is made from brass, the includes both an inlet
and outlet valve. The inlet is located at one side while a refrigerator outlet is on the
other side. Other components include a Power Head, a Capillary tube, and a
Sensing Bulb usually made from stainless steel. A thin metal sheet called the
diaphragm oscillates up and down with the pin. A spring that may be modified to
manage the superheat is located beneath the diaphragm. The evaporator's outflow

40
is where the sensing bulb is located. As a result, the evaporator's cooling load rises,
and the superheat at the outlet of the evaporator rises. The evaporator outlet pipe
and the sensing bulb are in direct contact, which allows heat energy to pass and
causes the refrigerant inside the sensor bulb to expand and boil. The pressure inside
the refrigerant increases as it expands and boils. The capillary tube allows this
rising pressure to pass through and enter the chamber above the diaphragm.
Following that, as the pressure rises
Evaporator
The liquid refrigerant in the evaporator tube
evaporates and absorbs heat and thus lowers the
temperature and humidity of the mixed air from
indoor return air outside the pipe and outdoor
fresh air.
Observation
During the site visit and the following instruction, I observe the HVAC evaporator
during observation, I identify the evaporator, its location, purpose, quantity, and
working.
Purpose:
Refrigerant changes back to a gaseous state in the
evaporator, causing a cooling effect
Quantity: in each air conditioning unit: 2
Piping: internal thread brass.
Heat sink: covered with hydrophilic film aluminum foil.
Frame: Aluminium.
Heater
Electric Heater is located in front of supply fan.
According to situation it rise the temperature of the
passing air.
Figure 25 Evaporator

41
Observation
During the site visit and the following instruction,
I observe the HVAC Heater during observation, I
identify the Heater, its location, purpose, quantity,
and working.
Purpose: An electric heater in a metro train HVAC system generates heat using
electrical energy to warm the air inside the train
Quantity: In each air conditioning unit 2
Power: 4.5 Kw
Centrifugal Fan
After mixing with indoor returned air the outdoor
fresh air is cooled down by the evaporator, then
sent to the saloon by the centrifugal fan through the
air conditioning system main air duct so as to
lower the temperature of the saloon
Observation
I observe the HVAC Supply fan observation, I
identify the supply fan, its location, purpose,
quantity, and working.
Purpose: The mixed air from outdoor and indoor will be
sent to the main dust of the air conditioning system and cooled into the guest room
after being cooled by the evaporator
Quantity: In each air conditioning unit 02
Type: centrifugal
Rated Power: 0.65 KW
Air volume: 2125m^3/h
Fresh Air Damper
Figure 26 Heater
Figure 27 Supply fan

42
Air conditioning unit consists of two electric
fresh air valves which locates in the
evaporation chamber side board, respectively
on the left and right of the fresh air entrance.
When the air conditioning unit is in
precooling mode, the fresh air valve is closed when the unit is in normal operation the
valve remains open.
Observation
instruction, I observe the HVAC fresh air
damper observation, I identify the fresh air
damper, its location, purpose, quantity, and
working.
Purpose: It’s Allow/block the fresh air enter into HVAC system according to situation.
Quantity of electric fresh air valve in each air conditioning unit: 01
Return Air valve
The air conditioning unit includes one electric
return air valve which is driven by an electric
servo motor and installed in the return air inlet.
The return valve is closed when emergency
ventilation is in operation. The air valve remains
open when unit is in normal operation.
Observation
During the site visit and the following instruction, I observe the HVAC return air
damper observation, I identify the return air damper, its location, purpose, quantity,
and working.
Purpose: It allow /block the saloon air to recirculate in system according to situation.
Figure 28 Fresh air damper
Figure 29 Return air valve

43
Steam Water Separator
Each unit is set with two steam-water separator,
installed at both sides of the fresh air valve of the
unit and used to filter the dust come along with
fresh air and prevent the fresh air rain from
entering into the unit.
Observation
I observe the HVAC steam water separator
observation, I identify the steam water separator,
its location, purpose, quantity, and working.
Quantity: 02
Air Purifier
Each air conditioning unit is provided with one
air purifier above the return air valve which is
used to purify the fresh air and return air to
provide clean air to the compartment.
Observation
instruction, I observe the HVAC Air purifier
observation, I identify the Air purifier, its
location, purpose, quantity, and working
Quantity: 01
Dry Filter
It is installed at the outlet of the condenser on the liquid pipe. The filter element is
100% molecular sieve that removes moisture and impurities from the refrigerant and
prevents water and impurities from damaging the system and components.
Figure 30 Water Separator
Figure 31 Air Purifier

44
Observation
instruction, I observe the HVAC dry filter
observation, I identify the dry filter, its location,
purpose, quantity, and working
Purpose: 1. Removes water from the refrigerant using a
desiccant 2. Mounted on the high-pressure side of the system
Quantity: 04 in each unit.
Sensors:
The temperature sensor has the fresh air, the
supply air, and the return air temperature sensor,
respectively installed in front of the fresh air valve,
the centrifugal fan inlet, and the return air valve of
the unit
Observation
instruction, I observe the HVAC sensors
observation, I identify sensors, their location,
purpose, quantity, and working
Quantity In each air conditioning unit: 05
Type: PT100 (used in Saloon HVAC), Negative Coefficient type (Used in Cab)
4 (Temperature sensor), 1 (Non-Temperature/humidity)
High-Pressure Switch
The high-pressure switch is located in the
exhaust pipe near the compressor exhaust port,
used to detect the compressor exhaust pressure,
to prevent the pressure from getting too high, so
as to protect the compressor.
Figure 32 Dry Filter
Figure 33 Sensors
Figure 34 High pressure switch

45
Quantity: In each air conditioning unit: 4
Low-pressure Switch
The low-pressure switch locates at the
compressor return air valve which is near the
return air pipe and is used to detect the return air
pressure to prevent pressure from being too low, so as to
protect the compressor.
Quantity: In each air conditioning unit: 4
2.2.10 Week No.10
From 03-07-23 to 08-07-23
This week, I am studying maintenance of the HVAC system.
During my site visit, I observed regular maintenance being performed on the
HVAC system. Scheduled inspections should be conducted at defined intervals,
such as weekly, monthly, or quarterly. These inspections are important to check for
any visible issues, leaks, blockages, or abnormal noises in the HVAC system.
Air Filter: Air filters play a critical role in maintaining air quality by trapping dust,
debris, and pollutants. It is essential to inspect filters regularly and replace or clean
them when they become clogged or dirty. The frequency of replacement depends
on the manufacturer's recommendations and the operating environment.
Cleaning: Regular cleaning of the HVAC system is necessary to remove dirt, dust,
and other contaminants that accumulate over time. Dirty components can reduce
system efficiency and lead to potential malfunctions.
Lubrication: The moving parts of the HVAC system, such as fans and motors,
require proper lubrication to reduce friction and wear. Lubrication should be
performed based on the manufacturer's guidelines.
Electrical System Check: The electrical components of the HVAC system, such
as sensors, switches, and control panels, should be inspected to ensure they are
functioning correctly. Faulty electrical components can affect the system's
performance or lead to safety hazards.
Figure 35 Low pressure switch

46
I learn about operating mode of the HVAC system.
HVAC Modes
• Pre Cooling
• Cooling
• Emergency Ventilation Mode
• Ventilation Mode
• Heating Mode
• Test Mode
• Automatic Mode
Cooling
In normal operating mode, according to the passenger volume signal sent by VCU, the
air conditioning control system can adjust the fresh air volume automatically to four
levels: fully close, 1/3 open, 2/3 open and fully open. Fresh air mixes with return air
according to the rated ratio and complete refrigeration and cooling through evaporator
Pre Cooling
In the start of operation fresh air damper close automatically and the air conditioning
will operate with full-return air, thus to lower the temperature of the compartment
rapidly. When the indoor temperature of the compartment reaches the set value or
when the pre-cooling time reaches 15 min, the air conditioning system will switch to
cooling mode automatically
Ventilation Mode
When the mode switch inside of the cab selected as ventilation mode (VENT), the air
conditioning control system of the vehicle controls the cab air conditioning unit to
operate the ventilator only, and fresh air valve and return air valve fully open
Heating Mode
When the switch mode is on heating (HEAT) mode, the air conditioning unit of the
compartment will operate as heating. The air conditioning will first start the ventilator,
then the electric heater. When the heating mode is switched to off mode, the electric
will stop operating first and after 30 seconds delay, the ventilator will then stop
operating.

47
Automatic Mode
• Only when the indoor return air temperature is ≥19℃, the compressor of the
air conditioning unit will be allowed to operate.
• When the temperature of the fresh air is detected ＞ 55℃ or ＜ 27℃, and the
air conditioning needs to operate refrigeration mode
• When the fresh air temperature is ＞ 60℃, the compressor will stop operating;
the air conditioning will switch to ventilation mode.
• When the fresh air is higher than 16℃or return air temperature is lower than
19℃, then compressor will be forbidden to operate, the air conditioning will
only allow ventilation operation.
• When the fresh or return air temperature is <=16℃, the target temperature of
the cab is set as 15℃, which makes the return difference 1℃. When the return
air temperature is over 16℃, the air conditioning will switch to ventilation
mode, while lower than 14℃, switch to heating mode.
Emergency Ventilation Mode
When the main power supply is disconnected, the air conditioning system will be on
emergency ventilation mode. At this moment, the return air valve of the air
conditioning unit will close completely, while the fresh air valve full open and the
refrigeration system stop operating.
Test Mode
During this mode the unit operation will run full refrigeration for 15 min so that the
maintenance personnel is able to debug, repair and find out the failure of the unit
quickly
During the site visit and the following instruction, I observe the HVAC control panel
observation, I identify the control panel, its location, purpose, components working.
Location: Inside the Metro Train Cabin/saloon
Design: The control panel is designed with user-friendliness in mind. It consists of a
series of buttons, knobs, and digital displays, making it easy for the operator to adjust
the settings as required.

48
Overall, the HVAC control panel in a metro train cabin is an essential component that
allows the train operator to maintain a comfortable and safe environment for
passengers throughout their journey. The design emphasizes simplicity and ease of use
to ensure efficient control of the HVAC system while operating the train.
2.2.11 Week No.11
From 10-07-23 to 15-07-23
During this week I learn about HVAC Control panel, components, working
HVAC Control Panel
• Control Module
• Local Control Screen ( HMI)
• Contactors
• Thermal Relays
• Thermomagnetic breaker
• Main Circuit Breaker
• Three-Phase Voltage Monitoring Relay
Figure 36 Hvac Control Panel

49
Control Module
According to the requirements, the controller
collects the input information and process through
the output port to drive the corresponding actuator
through the software to form a complete diagnostic
system to the actuator chain parts, the feedback
circuit information, and meanwhile, through the
communication port to exchange information with the upper monitor.
• IO Capacity
• Digital input signal acquisition
• Communication Capacity
Contactors
Acontactor is an electrical device that is widely
used for switching circuits on and off. As such,
electrical contractors form a subcategory of
electromagnetic switches known as relays. In
the HVAC control system the Contactors are
used for many components.
• Contactor for Compressor
• Contactor for Condenser Fan
• Contactor for Electric Header
Voltage Range: 380 v to 400 v
Each Components contactor has the same voltage range but Ampere are different.
Figure 37 Control Module
Figure 38 Contactors

50
Local Control Screen (HMI)
HMI is a user interface that connects an operator
to controller for an industrial system. The
control system are integrated hardware and
software designed to monitor and control the
operation of machinery and associated devices.
HVAC of Each car can be control through the
HMI which is located in control panel
Thermal Relay
A relay that opens or closes contacts with a
bending mechanism as a result of the difference
in the expansion coefficients of a bimetal,
which is heated by the current. The thermal relay
switches a magnetic contactor to protect a HVAC compressor and condenser fan from
overload.
Setting Value: 2.5-4 A, 12-18 A
Thermomagnetic Breaker
A magnetic circuit breaker is a safety device
designed to cut an electrical current in the event
of a power surge, thus protecting electrical
equipment and circuitry from damage.
Overloaded circuits, loose or faulty wiring and
lightning can cause the circuit breaker to trip.
Setting parameter: setting value is 1.9 A
Figure 39 HMI
Figure 40 Thermal relay
Figure 41 Thermomagnetic Relay

51
Type: Magnetic Circuit Breaker
Main Power Circuit Breaker (MCB)
An MCB is an automatically operated electrical
switch. Miniature circuit breakers are intended
to prevent damage to an electrical circuit as a
result of excess current. They are designed to
trip during an overload or short circuit to protect
against electrical faults and equipment failure.
Parameter:
Circuit breaker rated current: 63A
Leakage protection current: 30 A
Three-Phase Voltage Monitoring Relay
A 3-phase monitoring relay works
by constantly checking the voltages of all three
phases in a system. If any of the phases go
outside the acceptable range, the relay will trip
and disconnect the equipment from the power supply.
Parameter:
Overvoltage setting: 418V
Under voltage setting: 342 V
Phase Sequence (ASYM): 15 %
Monitoring Time: 5 Sec.
Figure 42 Main Power Circuit Breaker
Figure 43 3Phase Relay

52
2.2.12 Week No.12
From 17-07-23 to 22-07-23
During this week I learn about Bogie system
overview, Function, bogie frame, frame
structure, Traction device, suspension
system, the train Bogie system adopts
ZMA80 type bogies of Zhuji Bogies
Department. It is a type B subway bogie with
a speed rating of 90km / h. Each train is
equipped with two bogies.
The bogies are divided into bogies for motor trains (in M1 and M2 cars) and bogies
for trailers (only in Tc cars). The structures of the two types of bogies are similar, both
are bolster-free bogies, and the bogies are welded by steel plates. Traction motors, gear
transmissions, couplings, etc. are mounted on the bogie of the motor train. The traction
motor is suspended and fixed on the bogie frame.
Functions of Bogie:
 Provide suspension and damping of the car body
 Move the train
 Support the car body
 Drive the train (only for motor bogie)
 Brake the train
Bogie Technical data
Center distance between bogies 12,600 mm
Bogie wheelbase 2,300 mm
Bogie track gauge 1,435 mm
Number of axles per train 20
Number of moving axles per train 12
Distance between backs of wheel flanges 1,353mm
Maximum axle load < 14 t
Figure 44 Bogie

53
Components of Bogie System
Bogie frame
The bogie frame and fitting seat on the frame are the basic elements of a bogie; the
static and dynamic loads of car body are transmitted to the wheelset via the bogie
frame. In addition, the bogie frame also supports the following functions:
 Install bogie parts and the foundations of related facilities
 Suspend the gearbox
 Suspend the traction motor
 Install the brake system
 Install the current collector
1 Frame 2 Traction
device
3 Lateral
suspension device
4 Wheelset 5 Axle box 6 Foundation
brake device
7 Primary
suspension
device
8 Secondary
suspension
device
9 Leveling device
10 Anti-roll
device
11 Damper 12 Bogie air
pipeline
13 Flange
lubricator
14 Integral
lifting
device
15 Antenna
installation
16 Current
collector
installation
17 Bogie
wiring
18 Running gear
fault diagnosis
system
Figure 45 Bogie Parts

54
Frame structure
Bogie frame structures of motor bogie and
trailer bogie are basically the same. Each frame
is welded by the structural steel, including two
side sills and two cross sills. The side sills and
transoms form a closed box section, with
reinforcing rib in the box section, so that the
frame has optimal strength.
Trailer frame weight..................…......1,415 kg
Traction device
Atraction device comprises the traction bracket and draw
bar. The draw bar is used to realize connection between
traction brackets and bogie frames.
 Traction Bracket
 Draw bar
Functions of traction device
The draw bar on the bogie acts as a push-pull rod. It
connects the car body with the bogie frame through rubber
components, and transfers traction and braking force.
When a car drives over a curve, the traction device can
accommodate relative movement between the car body
and the bogie while bearing longitudinal impact between
the car body and the bogie.
Figure 46 Traction device

55
2.2.13 Week No.13
From 24-07-23 to 29-07-23
During this week I learn about the
Bogie suspension system, There Are
two type of suspension used in metro
trains. Are as under.
Bogie suspension system
Primary Suspension
Secondary suspension
Primary suspension device
The spiral spring of a primary suspension device
is located between the axle box and the bogie
frame. The electrical insulation and noise block
between the axle box and the bogie frame are
realized by primary rubber pads each axle box is
set with a hydraulic damper parallel with the
spring to reduce vertical and pitching of the bogie a
hoisting stopper on the damper allows the bogie to
hoist the wheelset.
Each primary steel coil spring group consists one
inner spring and one outer spring with same length.
Each spring is equipped with one marker these
markers indicate the installation direction of the primary steel coil spring group.
Secondary suspension device
The air spring air bag with the leveling device
and the lateral suspension device, provide
static and dynamic comfort. The leveling
device can be used to offset passenger load
variations.
Figure 47 Site Visit
Figure 48 Primary Suspension
Figure 49 Secondary Suspension

56
Function
The air spring is used as a suspension component between the car body and the bogie.
These two systems support and transfer the vertical load and less lateral load. They
can also bear the relative motion between the car body and the bogie caused by
different load conditions.
Lateral suspension device
A lateral suspension device comprises the secondary
lateral damper and the lateral stop installed on a
bogie frame. The device keeps lateral stability of a
car.
Function
 Absorbing the lateral force caused by horizontal irregularity and attenuating
the lateral acceleration.
 Can also be used as the spring element and the damping element.
 Moreover, the lateral stopper can limit the relative movement between the
traction bracket and the frame equipped on the car body
 Lateral stopper
 Secondary lateral stop
 Secondary lateral damper
 Frame
 Traction bracket
Shock absorber
The shock absorber is used to reduce vertical and
horizontal swing and vibration. Each bogie is
equipped with two secondary vertical shock absorbers
four primary vertical shock absorbers and one
secondary lateral shock absorber. The shock absorber
arrangement of trailer bogie and that of motor bogie
are completely the same.
 Secondary vertical shock absorber
Figure 50 Lateral Suspension
Figure 51 Shock Absorber

57
 Secondary lateral shock absorber
 Primary vertical shock absorber
Leveling device
Each car is subject to four-point leveling. The trailer bogie and the
motor bogie are provided with leveling devices (two-valve) of
identical positions and structures One end of the leveling lever is
installed on a connecting rod fitting seat of one bogie frame, and
another end is connected with a leveling valve. The leveling lever
transfers passenger load variations to a drive rod of the leveling valve,
and the pneumatic system of the secondary suspension system and the
load control related braking equipment.
Function
Leveling device is capable of:
 Connecting the car body with leveling valve
to the bogie
 Adjusting the height of car body along with
leveling valve
When the car is at a proper height, the leveling valve and the air spring air bag are at
end positions. At this moment, there is no compressed air coming in (inflation) or
getting out (exhaust).
Anti-roll device
Each bogie is equipped with one set of anti-roll device. The layouts
of anti-roll device for motor bogie and trailer bogie are identical.
The anti-roll torsion bar can keep the car body stable during rolling,
and reduce dynamic tilting of the car body driving on a curve or
through a turnout.
 Strut-and-tie bar subassembly
 Torsion bar subassembly
Figure 52 Leveling
device
Figure 53 Anti-roll
Device

58
2.2.14 Week No.14
From 31-07-23 to 05-07-23
During this week I learn about bogie wheel set and axle assembly, flange
lubrication, bogie wiring, Bigie Pipe line Running gear fault diagnosis system
, A wheel set, also called a wheel pair, refers to a set of two wheels that are fixed on a
common axle. The wheel set is the fundamental component that comes into direct
contact with the tracks and is responsible for propelling the metro train forward or
backward. The wheels of a wheel set are typically made of steel and are designed to
have a flanged profile. The flange is a projecting rim on the inner side of the wheel
that helps keep the train on the track, especially during curves and turns.
Wheel set and axle box assembly
A wheel set and axle box assembly comprises the
wheel set and the axle box. The axle box bearing and
the axle box constitute the connection between the
wheel and the primary suspension system. The wheel
set and axle box assembly bears static load and
dynamic load vertically and horizontally.
 Axle box body
 Outer end cover
 Front end cover
 Bolt
 Tab washer with long tab and wing
Motor wheel set
The motor wheelset has following functions:
 Bear all static and dynamic loads
 Guide the train on the track
 Transfer brake force
 Transfer tractive force of the traction unit to the track via through gears and
couplings
Figure 54 Site Visit

59
Trailer wheel set
The trailer wheel set has following functions:
 Bear all static and dynamic loads
 Guide the train on the track
 Transfer brake force
 Provide a certain route for grounding return current
Flange lubricator
The flange lubricator is driven by compressed air from the braking air pipeline and
controlled by a built-in electric control cabinet. Lubricant is diverted from an oil tank
outlet installed on the car body to a nozzle through a high pressure hose. In preset
jetting time, two nozzles continuously jet lubricant to flanges.
Function
Generally, nozzle of the wheel flange lubricating device is installed before the first
wheelset at end of the bogie. By using this device, abrasive wear between the wheel
flange and the track can be moderated and consumption due to such abrasive wear can
be reduced. Besides, the device can also reduce noise to a certain extent.
Bogie wiring
Wiring in a bogie provides electrical connection to
all electric components in the bogie.
 Power supply to components mounted on the
bogie.
 Signal transmission from the speed sensor
and coding odometer.
 Functional grounding of equipment.
Running gear fault diagnosis system
The gunning gear fault diagnosis system can monitor
the temperature of the axle box bearing in real time.
The on-board fault diagnosis system of running gear
has four measure points (axle boxes & bearings
Figure 55 Bogie Wiring
Figure 56 Bogie Fault Diagnosing unit

60
respectively for the motor bogie and trailer bogie. On the side beam end of the motor
bogie and trailer bogie, pre-processors are installed.
Bogie air pipeline
Each bogie is equipped with three independent pipelines to deliver compressed air
used for operation of the foundation braking unit and the parking brake unit.
Pipe for service brake Diameter 18 mm
Wall thickness 1.5 mm
Pipe for parking brake Diameter 10 mm
Wall thickness 1.0 mm
2.2.15 Week No.15
From 07-08-23 to 12-08-23
During this week I learn about braking system in orange line train, Air compressor
and its working principle.
Electro-dynamic brake (ED-brake)
Free of wear, main brake system for service brakes
Electro-pneumatic brake (EP-brake)
 Supplementary brake system for service brakes
 Substitute brake in case of faulty ED-brake
 Stopping/Holding brake Wheel Slide Protection
Parking brake
 Spring break and pneumatic release
 Maximum can hold the train of AW3 safely on a 3.5 %downward slope
Air Pipe of Motor Bogie Air Pipe of Trailer Bogie

61
 Manually initiate parking brake when push button in driver’s cab
Service Brake
 Firstly ED braking on motor bogies
 If no sufficient, pneumatic supplementation on the trailer axles
 Average service brake deceleration (here a=1.00 m/s ²
 Take over the Stopping Brake at around 8 km/h by pneumatic brake in all
bogies (depending on the ED Brake characteristic)
 Substitution of electro dynamic brake force (ED Brake) on the motor axles by
friction brake force (in case ED Brake is not available)
Fast Brake
 The Fast Break is initiated from driver by moving the master controller in the
rear position and activated when the internal signal Fast Br= true. The ED brake
is active.
 The EP brakes in all cars decelerate with the deceleration rate of 1.12m/s².
 The Fast Brake is slide protected. Jerk limitation is active. (0.75m/s³ with ATO
false, 0.9m/s³ when ATO active)
 In the event of the failure of the EP brakes in one or more bogies, the missing
brake force is compensated and equally distributed on all healthy bogies.
Emergency Brake
 Application of average deceleration( a=1.2m/s²) by P-Brake only
 EB will be initiated by below system/device
 Safety devices (ATP)
 Low MR
 110V DC power system lose power110V
 Driver’s emergency push button in cab
 Electric device in emergency control loop open or lose power
 Train disconnection
I learn about air compressor the air supply system in a pneumatic brake of a metro
train is a crucial component responsible for controlling the application and release of
brakes. Pneumatic brakes rely on compressed air to actuate the braking mechanism,

62
ensuring efficient and reliable braking performance. The air supply system consists of
several key elements, including:
Compressor: The compressor is responsible for generating compressed air. It takes in
ambient air and compresses it to a higher pressure. The compressed air is then stored
in reservoirs for immediate use when the brakes are applied.
Reservoirs: The compressed air is stored in reservoirs, also known as air tanks. These
reservoirs provide a ready and steady supply of pressurized air to actuate the brakes
when needed. The number and size of the reservoirs depend on the specific
requirements of the metro train and the braking system design.
Brake Valve: The brake valve is a critical component that controls the flow of
compressed air to the brake cylinders. It is typically operated by the train operator or
the automatic train control system. The brake valve allows the operator to apply or
release the brakes gradually or in an emergency, ensuring smooth and safe deceleration
or stopping of the metro train.
Brake Cylinder: The brake cylinder is the component that houses a piston, which is
moved by the flow of compressed air. When the brake valve is activated to apply the
brakes, the compressed air is directed into the brake cylinders, causing the piston to
move and apply pressure to the brake shoes or pads. This action creates friction
between the brake components and the train's wheels, resulting in braking.
Brake Shoes or Pads: The brake shoes or pads are in direct contact with the train's
wheels. When the brake cylinder applies pressure to them, they press against the
wheels, creating the necessary friction to slow down or stop the train.
Release Mechanism: When the brake valve is operated to release the brakes, the flow
of compressed air to the brake cylinders is stopped, allowing the brake shoes or pads
to move away from the wheels. This action releases the braking force, allowing the
train to resume movement smoothly.

63
2.2.16 Week No.16
From 14-08-23 to 19-08-23
This week, I learned about the metro train door system. The train doors are
manufactured by Nanjing Kangni Mechanical & Electrical Co. Ltd. There are two
types of doors - the passenger compartment door and the driver's compartment door.
The passenger compartment door is an electric double-opening hidden door, with 8
doors in each car. The driver's door is located in the driver's cab of the TC car on both
sides, with one on each side. It is a folding door. Each car's EDCU consists of 2
MDCUs and 6 LDCUs. The LDCU is connected to the MDCU via the CAN bus, and
the MDCU exchanges information with the VCM through the MVB bus. This
transmission of information includes different status and diagnostic information of the
door.
Door Functions:
 Door opening/closing function, including the display of door opening and
closing status
 Secondary buffer function for opening and closing doors;
 Emergency door unlock function (EED)
 Door bypass/isolation function (DID)
 Door unlock function (EAD)
 Obstacle detection function
 Zero-speed protection
Switch Assembly:
There are 4 switches in the door system:
 S1: Door Lock Detection Switch
 S2: Door Isolation Detection Switch
 S3: EED/EAD detection switch
 S4: Door close Detection Switch

64
Schematic Diagram:
Safety Loop:
Safety Loop is a function of door switches which ensures that train does not have
driving permission if any of the train door is not properly closed. Emergency brake is
applied is safety loop is opened.
S4 switch frame
S1 Switch
S4 Switch S2 Switch
Locking
Mechanism
Figure 57 Door Mechanism

65
Chapter No: 4
Project carried out
In this chapter, I have listed the preventive maintenance checkpoints. However, I
am unable to physically perform the tasks due to company policy. Instead, I have
observe the work by following guidelines
3.1.1 HVAC System Maintenance
There are different check point checked during regular maintenance are as under
Mixed Air Filter: wash the mixed air filter with soap and water, Replace the mix air
filter if required and clean the mixed filter frame and check that the frame should be
free of crack
Fresh Air metal Filter: Rinse the fresh air metal filter with clean water, check that the
filter should not damage check that the fresh air door filter is pressed by the metal
frame on both sides and that the secondary protection metal pin is stuck without a
crack, break, or left the right movement.
Condensing fan and evaporating fan: Clean the evaporating fan blades, check that
the condensing fan and evaporator fan blades can rotate normally without deformation
and the fastening screw of each fan are not loose, the condensing fan leaves are not
cracked the cable bellows are not damaged and the square hole lock is not damage lock
in place
Drainage hole: check that the drainage pipe is not damaged and the drainage holes in
the unit are not blocked

66
Check the appearance of the unit: check the appearance of the unit is intact and free
of crake. The mounting feet ground wire mount flexible pipe connection aviation plugs
and other external mounting screw are not loosened, the cover is not deformed, the
Hinges are installed tightly the nameplate marks Are not detached and the square
whole lock are locked.
Clean the Air conditioning unit: use a high-pressure water gun to clean the air
conditioning unit. Do not spray clean the fresh air valve actuator condensing fan motor
box each terminal box and pipeline insulation.
No refrigerant leakage: Check that there is no refrigerant leakage from the air
conditioning unit.
Fins: check that there is no deformation or damage on the surface of the evaporator
and condenser fins
Driver Cab Blower: Clean the driver cab blower vents check that the internal
components are installed tightly without looseness the cover is nor deformed.
Importance of HVAC system maintenance: Passenger Comfort:
Regular maintenance of HVAC (Heating, Ventilation, and Air Conditioning) systems
in metro trains is crucial for several reasons.
Passenger Comfort: Ensuring passenger comfort is a top priority when it comes to
transporting a large number of individuals on Metro trains every day. One way to
achieve this is through a reliable HVAC system that can maintain a comfortable
environment inside the train, no matter the weather conditions outside. Proper
maintenance of this system is key to ensuring it can effectively control temperature,
humidity, and air quality, resulting in a pleasant experience for all passengers.
Air Quality: In an enclosed space like a metro train, air quality is essential for the
health and well-being of passengers. The HVAC system filters and circulates the air,
removing pollutants, dust, and allergens. Regular maintenance helps prevent the
buildup of harmful particles and ensures that the air inside the train remains clean and
safe to breathe.
Reliability: Metro trains are expected to run on precise schedules, and any breakdown
or malfunction can lead to delays and inconvenience for passengers. Routine

Awais Final training report.pdf Orange Train

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