SHOBHIT UNIVERSITY

(MEERUT)

AN INTERNSHIP EXPERIENCE REPORT BY

DEEPIKA GOYAL

ROLL NO.-MRT07UGBEC057

B.TECH (ELECTRONICS & TELECOMMUNICATION)

BATCH (2007-11)

INTERNSHIP WITH

SIEMENS Ltd.

UNDER THE GUIDANCE OF

Mr. MUJAHID ALI

(SENIOR MANAGER- TRANSPORT SYSTEMS)

DURING JANUARY-MAY 2011

Preface

Each and every report is prepared with a purpose. This report is also prepared focusing on

interpreting the relevant information of my Internship training. This report aims at

providing brief details about an ongoing project in the company regarding the remote

monitoring of locomotives. The project report focuses on exploring ways to implement

the various innovations taking place in the Locomotive industry.

How these locomotive functions? What types of innovations have been brought in the

Locomotive industry? And most importantly what happens when some problems bother

these locomotives & how to solve these problems?

This book has been prepared to provide the answers to all these questions and also discuss

the various upcoming technologies. All the facts and figures mentioned in this report are

non-manipulative, true and best of my knowledge.

The diagrams and explanatory text in each section provide definitive, irrefutable

knowledge about the locomotives. This internship report will provide answers to the few

of the existing questions of the railway industry.

This report also includes the detailed profile of the Siemens Ltd. as per the various

sources within the company itself.

It is hoped that this book will be able to answer all the questions of the given context.

Finally, the successful completion of this project is attributed to my colleagues & my

mentor Mr. Mujahid Ali.. The internship training in Siemens Ltd. was the great learning

experience both at my academic & professional level.

Looking forward to the reply of my readers and teachers that has always been a great

source of inspiration and motivation for me.

ACKNOWLEDGEMENT

It is my proud privilege to acknowledge with respectful gratitude & heartiest thanks to

Mr. AMIT GUPTA & the entire staff at Siemens Ltd. for extending their utmost co-

operation to me in making this project. I received full guidance & encouragement at

every step during the course of my training.

I was given enough opportunity & resources to conduct full study on my project.

I am overwhelmed to receive such a cooperation & support from everyone & I am

grateful to everyone for that.

This report has been written by me and has not received any previous academic credit at

this or any other institution.

Last, but not the least, I would like to thank all the members of Siemens Ltd,

Transportation Systems division who have helped me to make this project a success.

(DEEPIKA GOYAL)

ABSTRACT

The primal objective of this project has been to implement the remote monitoring on

locomotives by achieving synchronization of the control signals sent by the shed staff and

those received by the trailing (faulty) locomotive. This synchronisation is required to

control various equipments on the locomotive and to provide locomotive fault

diagnostics. To achieve this, 3 distinct objectives were to be accomplished.

First, the operation and functioning of a locomotive, in particular diesel locomotives (also

called ALCO locos), had to be understood. For synchronization to be achieved, it is

necessary that the critical processes in both the shed as well as the trailing (faulty) loco

needs top be simultaneous.

Second, since a gap of at least 1000 meters separates the shed and trailing loco,

hardwiring the locos is not feasible. Thus, an alternative wireless communication device

(preferably a Wireless modem) needs to be selected which would send the control signals

over the space to the trailing loco and receive the acknowledgements.

Third, based on the above chosen communication protocol, a device which satisfies the

operational requirements of the product under design was found and studied. This device

is finally proposed and referred to as REMMLOT (Remote monitoring & management

of locomotives & trains).

TABLE OF CONTENTS

• INTRODUCTION 5

• COMPANY’S PROFILE 9

• INTERNSHIP EXPERIENCE (MAIN REPORT) 21

• APPENDICES 55

INTRODUCTION

Transportation has been a basic need of human beings since the dawn of civilization-

whether it was to carry big stone blocks for the pyramids or air-lift the first man to the moon.

Rail transportation came at a very late state, but it soon gained the first place in the

movement of a large quantity of men and material over long distances. Indian Railways is

committed to provide safe and efficient transportation system. In this context the

microprocessor used in the locomotive control promotes safety and improves flexibility for

the operation of Railways.

In the vast country like ours, with an increasing population & fast growing economy, the

demands of transportation & in general, rail transportation in particular have increased

significantly. Indian railways are under continuous pressure to continuously enhance &

improve the comfort quality of rail services.

To meet this, they have embarked upon a massive technology up gradation &

modernization of passengers & freight amenities.

Siemens has constantly supported the Indian railways by timely introduction of state of the

art technologies adapted to suit the local environmental conditions & strives to be a high

quality and reliable partner in their efforts.

Siemens has played a pioneering role in the introduction & installation of railway signalling

systems all over the country viz. relay based interlocking, track circuits & motor operated

point machines. Siemens has now brought their systems & products to the doorstep of Indian

railways. These include remote fed audio frequency coded jointless track circuit,

microcomputer based axle counter systems and point machine with external clamp locks

systems, would go a long way in enhancing passenger safety & comfort as well as vastly

improving the utilization of the existing infrastructure of Indian railways.

In keeping with the modernization program of Indian railways, siemens has already

diversified into the areas of rolling stocks. Today, Siemens is the largest supplier of light rail

vehicles in the world. Such vehicles would substantially mitigate the problems of urban

transportation in Indian cities with minimum maintenance and wear & tear. Siemens is

also geared to take projects for urban transportation, overhead centenary & long distance

transmission lines as well as power supply.

With the increased use of microprocessor based control systems, the maintenance personnel

of sheds (the place where locomotives are attended) are able to get more information about

the locomotive which becomes normally available to the shed staff only when the locomotive

returns to the shed for scheduled maintenance.

WDG3A and WDM3D locomotives, commonly known as ALCO (American locomotive

company), are being fitted with microprocessor based control system which can control the

various equipments, provide online data from various sources & fault-diagnosis capability.

It is, therefore, necessary to have a method of making this data available to shed staff or

anyone else online. This data from the microprocessor control system along with GPS

location information will be transferred at regular intervals to a central database using

commercially available CDMA & GSM cellular networks. This data is in turn made

available for viewing by railway staff through a secure password protected internet website.

The overall system is given the acronym REMMLOT (remote monitoring & management

of locomotives & trains) for convenience & identification.

REMMLOT is a network-oriented system connecting microprocessor locos in the field with

centralized server based management system through CDMA and/or GSM network

communication.

Now-a-days, DLW is manufacturing 100% ALCO locomotive with microprocessor

based control system provides an ideal platform for future requirements. Further it was

decided to fit Remote monitoring & management on Alco locomotives.

REMMLOT consist of -:

1) Locomotive and train management system (LTMS)

2) Locomotive remote monitoring system (LRMS)

Brief working of REMMLOT

The entire REMMLOT system is clearly divided into locomotive remote monitoring system

(LRMS) and locomotive & train management system (LTMS). Both systems shall

seamlessly provide locomotive information remotely.

• Locomotive and train management system (LTMS)

It is a centralized server hosted on the internet for entire Indian railways & has a static IP

address from which it can be accessed. Locomotive remote monitoring system connects to

this web address through a GSM or CDMA network and transmits locomotive health status,

diagnostics related data & other operational data.

Software hosted on the locomotive and train management server will receive all data

transmitted by a locomotive remote monitoring system & store data in a database

management system. Application software will interpret this data already acquired & stored

in database management system.

• Locomotive remote monitoring system (LRMS)

It is a rugged stand alone embedded system mounted in the locomotive and connected with

the microprocessor through either serial or parallel bus. It will interface with microprocessor

control system & communicate with LTMS through commercially available CDMA and/or

GSM network.

LRMS shall consist of a microprocessor control system interface, data memory, CDMA

network interface card with antenna, GSM network interface card with antenna, GPS

receiver with antenna & other appropriate interfaces. Overall functioning of the LRMS

should itself be managed by microprocessor based hardware and embedded software.

1 SIEMENS

1.1 History

From a humble workshop to a global enterprise

Siemens was founded in Berlin by Werner von Siemens in 1847. As an extraordinary

inventor, engineer and entrepreneur, Werner von Siemens made the world's first pointer

telegraph and electric dynamo; inventions that helped put the spin in the industrial

revolution. He was the man behind one of the most fascinating success stories of all time -

by turning a humble little workshop into one of the world's largest enterprises.

As Werner had envisioned, the company he started grew from strength to strength in every

field of electrical engineering. From constructing the world's first electric railway to laying

the first telegraph line linking Britain and India, Siemens was responsible for building much

of the modern world's infrastructure.

On October 12, 1847, 160 years ago – Werner Von Siemens and his partner , Johann

George Halske, opened their new company Telegraphen-Bauanstalt von Siemens & Halske

in Berlin. Thus began a success story. From a modest garage workshop in Berlin, their

company ultimately developed into a world – class enterprise with more than 80 billion

pounds of global sales and 461,000 employees on all continents and from all cultures of the

world.

In 1846, Werner von Siemens hit upon an idea for improving the Wheatstone telegraph.

Using just simple means – cigar boxes, tinplate, pieces of iron, and some insulated copper

wire – he designed his own pointer telegraph. He entrusted the apparatus’ construction to a

mechanical engineer, Johann Georg Halske, who was won over by its simplicity and

reliability. In Berlin in October 1847, the two men formed their own company,

Telegraphen-Bauanstalt von Siemens & Halske, and set up a small workshop in a back

building at 19 Schöneberger Strasse. A week after the company was founded; the design of

the pointer telegraph was awarded a patent in Prussia. In 1847, Werner von Siemens

developed a gutta percha press that made it possible to create seamless insulation for copper

wire. This and the pointer telegraph marked two key advances on the road toward modern

telecommunications. A year later, the company received a government contract to install a

telegraph line between Berlin and Frankfurt/Main – the company’s first major success.

Siemens is today a technology giant in more than 190 countries, employing some 440,000

people worldwide. Work in the fields of energy, industry, communications, information,

transportation, healthcare, components and lighting has become essential parts of everyday

life. While Werner was a tireless inventor during his days, Siemens today remains a

relentless innovator. With innovations averaging 18 a day, it seems like the revolution

Werner started is still going strong.

1.2 SIEMENS AG

Siemens AG (Berlin and Munich) is a global powerhouse in electronics and electrical

engineering, operating in the industry, energy and healthcare sectors. For over 160 years,

Siemens has stood for technical achievements, innovation, quality, reliability and

internationality.

Siemens has been synonymous with international focus and worldwide presence for 160

year. Today, Siemens is a global powerhouse with activities in nearly 190 regions.

It is present in the following continents:-

• Africa

• The Americas

• Asia

• Australia and Oceania

• Europe

The company has around 4,00,000 employees (in continuing operations) working to develop

and manufacture products ,design and install complex system and projects ,and tailor a wide

range of solution for individual requirements.

Siemens put strong emphasis on R&D with over 4500 employees engaged in this key activity

and contributing to approximately 8% of the turnover. On an average Siemens spends DM 35

million a day on R&D centers in Europe and USA apart from Germany.

1.3 Short Portrait of Siemens:

In 1847, Werner Von Siemens designed a pointer telegraph that was faster & more reliable

than any other device of its kind. Three core companies were combined to form Siemens AG

[Aktiengesellschaft] in 1966 & reorganization in 1969 and then various segments – the

precursors of today’s group were formed in the “Basic Organization Of Siemens AG”. At the

same time sub groups were converted into independent companies like Bosch- Siemens-

Hausgerate - Gmbh. The history of Siemens is filled with technological milestones: the

pointer telegraph and dynamo, the electric train and the electric street light, the electron

microscope and cardiac pacemaker, electronic automation and the world’s largest and most

powerful Gas Turbine.

In 1881, “Siemens Brothers” built the world’s first public sector power plant in Godalming

in the south of England. The facility generated electricity for street lights. It did this, by the

way, with zero carbon di oxide emission, since it was driven by hydraulic energy from the

river Wey. In 1884, Siemens used electricity to light up posch Berlin boulevard unter den

Linden. In addition to its electric generators and transformers business, the company also

began making steam turbines in the 1920’s.

Other innovations were world’s electric locomotive (1879) and the world’s first electric

streetcar (1881).The first national subsidiary was established in Russia in 1855, followed by

an English subsidiary in 1858.

Various Discoveries in the History of Siemens

1847 Founding year 1906 First against dust 1925 Enter the oven 1928 Washing in any position of the wash

‘copper’ 1929 Fully electrified kitchens in Berlin 1930 First refrigeration comfort 1932 First washing machine with heater 1934 The “whispering” vacuum cleaner 1934 Granddaddy of all electric cookers 1938 Rolling out the first compressor

refrigerators 1950 The Siemens automatic hotplate 1950 Conserving energy through laundry

spin drying 1956 Laundry moves upstairs 1960 The miracle of space in the

refrigerator 1962 The first universal built in cooker 1964 The first dishwasher 1969 The fitted kitchen as a status symbol 1970 Lifestyle of breakfast 1970 Oven carriage and pyrolytic self

cleaning 1970 Laundry with total comfort

1973 Coffee with more flavor and aroma 1976 Laundry drying, everywhere 1980 Desire for kitchen harmony 1981 Hot news about cooker developments 1984 Home appliances say what they need 1985 Aqua –stop provides water damage

protection 1987 Dishwasher ,45 cm wide 1988 0 degree c keeps freshness 1989 Washing at a higher level of

environmental consciousness 1989 New laundry technology :

AquaTronic scoop and shower water system

1990 Increased savings for dishwasher 1994 World premiere of top basket dishwashing

1995 Induction. Electrical cooking with the characteristics of gas

1996 Aqua-sensor .Laundry and savings

1997 Cooking zones with boiling over 1998 Fully electronic ,super easy ,EPS 1999 Into the next millennium. The simple

way 1999 Contribution to the working

atmosphere 2000 World Exposition EXPO 2000 in

Hanover 2001 Succulent world –first

2002 World’s easiest dishwasher

1.4 Corporate Divisions

a. Management:-

Peter Löscher (formerly of Merck) is the current president and the CEO as of July 1,

2007. He succeeded Dr. Klaus Kleinfeld after the scandal charges of bribery against

Siemens. Gerhard Cromme is the current chairman of the supervisory board of Siemens

AG. He succeeded Dr. Heinrich von Pierer on April 26, 2007.

b. Organization structure:-

Since 1 January 2008, the company is divided into 3 sectors and a total of 15 divisions.

• Industry Sector (led by Siegfried Russwurm) o Comprising six sub-divisions: Industry Automation, Motion Control, Building

Technologies, Industry Solutions, Mobility (See Siemens Mobility) and Osram • Energy Sector (led by Wolfgang Dehen)

o Comprising six sub-divisions: Fossil Power Generation, Renewable Energy, Oil & Gas, Service Rotating Equipment, Power Transmission and Power Distribution

• Healthcare Sector (led by Hermann Requardt) o Comprising three sub divisions: Imaging & IT, Workflow & Solutions and

Diagnostics

In addition two other organizations Siemens IT Solutions and Services and Siemens Financial Services were part of the group, providing services to the other divisions

The following block diagram denotes the various divisions and sub-divisions of SIEMENS

and its past achievements and its role in Global and Indian Industry.

SIEMENS

INDUSTRY ENERGY HEALTHCARE

AUTOMATION

MOTION CONTROL

INFRASTRUCTURE

INDUSTRY SOLUTIONS

MOBILITY

OSRAM POWER Dr.

POWER Tx

SR EQUIPMENT

OIL & GAS

RENEWABLE ENERGY

FOSSIL POWER

DIAGNOSTICS

WORKFLOW & SOLUTIONS

IMAGING & IT

1.5 SIEMENS INDIA:-

INDIA- THE TECHNOLOGICAL DIMENSION

It is difficult to envisage today, a world without electrical and electronic power. Expert

predicts that the demand for electrical energy will increase by leap and bound long after the

close of the millennium. In fact, the pulse of a nation’s progress can be gauged from

electricity flowing in the power lines. India’s rapid strides in the economic and technologies

fronts would not have been possible without pragmatic policies and farsighted investments in

electronic systems and electrical power generation.

While the sources of energy are being continuously explored to augment existing per

generating capacities, the optimal utilization of power will remain the focal point. In

generation distribution and control therefore, newer technologies will become overriding

criterion. All this call for an integrated approach from all the sectors in achieving the total;

energy management, which will dicta to a significant extent the scope and trends of India’s

progress to meet the global changes.

Siemens ‘hi-tech’ approach in the field of power engineering and automation system,

medical engineering and telecommunication will continue to provide synergy to the

coordinated efforts to bring India closer to the frontiers of accelerated progress. In the

coming years as India emerges as the super power, the technological dimensional role in

making this happen.

While the sources of energy are being continuously explored to augment existing per

generating capacities, the optimal utilization of power will remain For more than 50 years,

Siemens has been active in India, where it holds leading positions in the Energy, Industry

and Healthcare Sectors, while Siemens IT Solutions and Services operates across all three

Sectors.

Siemens remain a strategic hub for a large part of Siemens Businesses. The Siemens group in

India is a unique player in the field of electrical and electronics engineering. Established in

1922, it was incorporated as a company in 1957 and in 1962 was converted into a public

limited company with 51% of its equity held by Siemens AG and the remaining 49% held by

Indian shareholders. We have the capability in integrate diverse products, systems and

services into turn key solution across the life cycle of a project. Innovation is our strength

.But its not only one .Our customer also know that they can rely on us to execute quality

projects, while delivering value.

Siemens long association in India began in the year 1867 when Werner Von Siemens

personally supervised the laying of the first transcontinental telegraphic line between

Calcutta and London. Siemens has played an active role in the technological progress

experienced in the last three decades. In the 60’s the nations expanding investments in the

power generation called for a range of high quality electrical and auxiliary equipments.

Siemens grew out of response to this need.

First in a small way assembling switchboards at workshop in Bombay and Calcutta with

products as varied as Switchgears, Motors, Drives and Automation, Power system

automation, Railway signaling system, Medical engineering and telecommunication

equipments.

Siemens extensive network in India includes 10 manufacturing units, 12 sales office, 30

representatives, 350 dealers and system houses .Being closely related to Siemens AG,

Germany gives Siemens India access to the world’s latest developments in every field.

Siemens technology has been made available to the reputed Indian organizations in the form

of collaboration agreements with BHEL, BEL, HMT, ECIL and Mafatlal Industries to name

a few.

Besides associates and subsidiary companies have formed like:

• Siemens Business Communications Systems Limited (SBCSL)

• Siemens Information System Limited (SISL)

• Siemens Communication Software Limited (SCSL)

• Siemens Public Communication Network Limited (SPCNL)

• Siemens Metering Limited(SML)

• Information Communication Mobile(ICM)

• Information Communication Network(ICN)

Siemens with its global experience and expertise in the above sectors has helped to keep

India in the frontline of International Technology. In all areas of our operation, we provide

the complete range of offerings. In the Energy sector, our expertise ranges from power plants

to turbines and in the Industry sector, we build airports as well as contactors. In

Transportation, we deliver complete high

Speed trains, right down to safety relays, whereas in Lighting, we illuminate large stadiums

and also manufacture small light bulbs. In Healthcare, we execute complete solutions for

hospitals as also provide “in the canal” hearing aids. And, the thread that connects all our

businesses is Information Technology.

1.6 ENERGY

Siemens Energy Sector is the world’s leading supplier of a wide range of products, solutions and services for power generation, transmission and distribution as well as for the production, conversion and transport of the primary fuels oil and gas. They are the only supplier worldwide with comprehensive knowhow encompassing the entire energy conversion chain and, in particular, plant-to-grid connections and other types of interfaces. They focus primarily on the requirements of energy utilities and industrial companies – particularly those in the oil and gas industry.

Siemens Energy has about 88,000 employees worldwide. In fiscal 2010, the Sector generated total revenue of €25.5 billion and profit of €3.6 billion.

Siemens Energy Sector is one of the world’s leading suppliers of a wide range of products, solutions and services in the field of energy technology. It enables customers to generate, transmit and distribute electrical power at the highest levels of efficiency. They also help them produce, convert and transport the primary fuels oil and gas. They are the only manufacturer worldwide with knowhow, products, solutions and key components spanning the entire energy conversion chain. Their exceptional solutions expertise is particularly striking in the area of interfaces: for example, in plant-to-grid connections, grid integration technologies and smart distribution systems linking grids to consumers. Oil & Gas We offer customers in the oil and gas, process and energy supply industries a wide portfolio of products and solutions for the eco-friendly and resource-saving utilization of energy in areas such as the production and processing of oil and gas and the energy-efficient generation of electricity. Fossil Power Generation Our innovative technologies generate more electricity from less fuel. We boost the efficiency of coal- and gas-based electricity production and provide technologies for low-carbon fossil power generation.

Renewable Energy We’re steadily expanding our position in the dynamic renewable market – with innovative wind turbines that rank among the most reliable in the world, with large-scale photovoltaic projects and with leading-edge technologies for solar thermal power plants. Energy Service Our broad spectrum of innovative products and services ensures plant reliability, improved efficiency and optimal environmental performance for our customers operating plant assets in the oil and gas, industrial processing and heat and power generation industries, enabling them to gain the maximum benefit from their investments. Power Transmission Leveraging our innovative strengths in low-loss power transmission, reliable switchgear and transformers, and advanced power transmission systems, we enable customers to transmit power – for example, green electricity from renewable energy sources like offshore wind farms – safely and efficiently. Power Distribution The prerequisite for sustainable energy management, our smart grid technologies increase the efficiency of energy systems. We offer innovative medium-voltage components and systems, solutions for energy automation and services for electrical systems and networks.

1.7 INDUSTRY Siemens Industry Sector is one of the world’s leading suppliers of manufacturing, transportation, building and lighting systems. By continuously optimizing productivity, efficiency and flexibility, we’re increasing the economic and environmental competitiveness of our customers in the industry and infrastructure segments. At Siemens, end-to-end products, systems and solutions for industrial and building automation as well as infrastructure installations are provided. These turnkey solutions cover project management, engineering and software, installation, commissioning, after-sales service, plant maintenance and training. Industry Automation Fast, flexible, efficient: we offer our customers a unique combination of automation technologies and industrial software spanning the entire value chain – from product design to service. Our portfolio enables industry customers to slash time to-market by up to 50 percent. Drive Technologies Productivity, energy efficiency and reliability are our customers ‘key requirements. And as the world’s No. 1 supplier of products, end-to-end systems, applications and services for complete power trains and for all industry segments, we have the solutions they need.

Building Technologies We’re the preferred partner when it comes to maximizing energy efficiency in buildings and protecting people and infrastructures. Our portfolio comprises products, solutions and services for building automation, fire safety, security and power distribution. OSRAM We’re an expert partner offering customers energy-saving lighting solutions for all areas of modern life. Our portfolio includes not only lamps and optoelectronic semiconductor light sources like light-emitting diodes (LEDs), LED systems and LED luminaries but also electronic control gear and light management systems. Industry Solutions We’re a leading provider of solutions and services for industrial plants and infrastructure systems, helping customers increase their competitiveness across entire lifecycles and Offering attractive solutions in the areas of energy efficiency, pollution control and water management. Mobility By networking transportation systems more effectively, our integrated solutions for intermodal transport, traffic management, postal automation and airport logistics are making the movement of people and goods more efficient and ecofriendly. 1.8 HEALTHCARE Siemens Healthcare Sector is one of the world’s largest providers to the healthcare industry. They specialize in medical solutions based on our core competencies and innovative strengths: on the one hand, diagnostic systems and therapeutic technologies; and on the other, knowledge processing – including information technology and systems integration. Their acquisitions in the field of laboratory diagnostics have made us the first integrated healthcare company to combine imaging systems, laboratory diagnostics, treatment solutions and healthcare IT – rounded off by consulting and services. To leverage our market and growth potentials even further, we’re reorganizing our activities into four Divisions: Imaging & Therapy Systems, Clinical Products, Diagnostics and Customer Solutions. In the future, their hearing instruments business will be operated as a separate unit. Imaging & IT Their innovative imaging systems are routinely used in hospitals and doctors’ offices, where they support physicians in early disease detection, reliable diagnosis, effective treatment and patient-friendly follow-up care. Their advanced IT solution – ranging from image review and

distribution to the management of entire data sets – is helping make healthcare more patient-oriented, open and transparent. Workflows can now be designed more efficiently, cutting costs in the process. Workflow & Solutions Their aim is to accelerate the accurate diagnosis of the most common diseases and establish new worldwide standards for their treatment. There leverage of broad portfolio of products and services to develop integrated solutions that increase the clinical and economic value of their individual offerings. Reflecting the local focus of healthcare delivery, they provide customers with solutions tailored to their specific needs.

INTERNSHIP EXPERIENCE (MAIN REPORT)

The internship with Siemens Ltd. was quite an

informative & a great learning experience. The

over-all exposure provided by the company was

of source immense help to me both at academic

and professional level. The learnings and the

knowledge gained by me was somewhat

different and epitaxy to my existing knowledge.

§ Getting Started . . . .

Though the project allotted to me was not directly related to my field i.e. Electronics &

telecommunication but yet it follows a strong background in electronics (eg.Microcontrollers)

and various technologies of Telecom (CDMA, GPRS, GSM, GPS) too.

The project basically deals with the implementation of remote monitoring system in the

Locomotives. The locomotives, in this case, are typical ALCO (American Locomotive

Company) based. Since the company’s major clients include Indian Railways (IR). So, it was

indeed necessary that the developed software should be able to pass all the compatibility tests of

the Indian locos.

The Need for Remmlot

Before moving to the details of REMMLOT, let us discuss about the need of introducing the

concept of REMMLOT.

A host of qualities are needed to meet the demands of local as well as global Locomotive

Industry innovation along with the flexibility, world class quality, ability to integrate

components and systems, skills to meet production deadlines and delivery schedules to meet

long term engagements.

Siemens ability to continually meet these expectations has prompted the Indian locomotive

Industry to allow the Siemens transportation department to develop and introduce a system that

can enhance the capability & functionality of the locomotives. This calls for the existing fault-

diagnosis system to get replaced by more efficient and technically advanced system.

Thus, a device needs to be installed that can work at a greater speed, overcoming all the

deficiencies of the existing system. Therefore, a microprocessor based control system is

provided that can actually enhance the capability of the locomotive.

The presence of Microprocessor (RISC type µp) based control system (Microcontroller) in the

locomotives, makes it possible to control various equipments on the locomotive, thus, feeding

the loco with online-data from various sources & providing the fault diagnostics facility. These

microcontrollers are installed mostly on latest technology WDM3D locomotives.

With the increased use of these microprocessor based control systems, the maintenance

personnel of sheds (the place where locomotives are attended) are able to get more

information about the locomotive which becomes normally available to the shed staff only

when the locomotive returns to the shed for scheduled maintenance & out of course repairs.

It is, therefore, necessary to have a method of making this data available to shed staff or anyone

else online without actually making the locomotive available to the shed staff.

Thus, handling the fault from remote location without handling it personally.

BASIC JARGONS AND DEFINITIONS USED IN LOCO INDUSTRY

DLW Diesel Locomotive Works

BG Broad Gauge – 1676 m

IS Indian Standard

IR Indian railways

IRS Indian Railways Standards

LRMS Locomotive Remote Management System

LTMS Locomotive and Train Management System

ALCO American Locomotive Company

TCP/IP Transmission Control Protocol/ Internet Protocol

GPS Global Positioning System

GSM Global System for Mobile Communication

GPRS General Packet Radio Service

CDMA Code Division Multiple Access

AAR Association of American Rail roads

SIBAS Siemens Railway Automation System

BASIC LOCO TERMINOLOGY

§

A Rail Gauge

§ POWER SOURCE: Basic energy source for Locomotive

Ü AC

Ü Diesel

Ü Dual power AC/ DC, DC

Ü DC

§ LOAD: As driven by locomotive,

[ M= Mixed traffic

P= Passenger

G= Goods

S= Shunting

§ GAUGE: Distance between the rails.

W= Broad gauge (1676 mm)

[Max. in India & neighboring countries]

Y= meter gauge (1000 mm)

[Normally at hills due to limited track space]

Z= Narrow gauge (762 mm)

N= Narrow gauge (610 mm)

Standard gauge = 1435 mm

[Most common in whole Europe & US]

U= Multiple Unit (EMU/DEMU) ]

§ WHEEL ARRANGEMENT :

No. of powered wheel sets / No. of unpowered wheel sets

§ TRACTIVE EFFORT:

The force exerted by the Loco at the wheel rim of Locomotive before the wheels slip out of

control and is usually expressed in pounds (lbs) or kilonewtons (KN).

TE= µ. M

(where µ = Coefficient of adhesion, M= mass of the Locomotive)

§ COEFFICIENT OF ADHESION:

The factor used to determine the maximum tractive effort which can be applied by a

locomotive under a given rail conditions before slipping occurs. It is denoted Greek letter µ

and may vary between 0.1 and 0.4.

§ WHEEL SLIP:

The phenomenon caused on a locomotive or power vehicle by over applications of power to

the drive system relative to available adhesion. It can cause damage to the electric motors and to

the rails.

§ WHEEL SLIDE

The synonymous with skidding and usually caused by over-braking during poor adhesive

conditions. It is a common cause of wheel damages it produces a flat spot on the wheel where

the skid has occurred.

§ DRAWBAR PULL

The force transmitted to the coupling between the locomotive and the train. Because of the

friction of the mechanical parts of the drive and some wind resistance, the drawbar pulls lesser

than tractive effort (TE).

§ POWER

It is defined as the rate of doing work. It is expressed as Horsepower (hp) or KWatts.One

horsepower is the work involved by a horse in lifting 33,000 lbs to one foot in one minute. In the

metric system, it is calculated as the power (in watts) needed when one Newton of force is

moved one meter in one second.

P= (F*D) / t

(Where P is the power, F is the force, D is the distance & t is the time.)

One Horsepower equals to 746 watts.

A low speed and a high drawbar pull can produce the same power as high speed and low

drawbar pull. To achieve higher Tractive effort and high speed, power needs to be

increased.

§ WHEEL ON RAILS

The arrangement of wheels on rails is a very systematic and deliberate arrangement. It

consists of Axle, rails, flanges & track. The flanges should not touch the rails. Flanges are only

the last resort to prevent the wheels from derailing- A SAFETY FEATURE.

Coning- The inner wheel uses the outer edge of its tyre to reduce the distance travelled

during the passage round the curve.

EXPLORING LOCOMOTIVES

Let’s discuss about the locomotive control system first prior to the discussion of the

REMMLOT.

Overview

The microprocessor-based locomotives control systems shall provide extensive control,

monitoring and protection functions, which contains

• Excitation of main alternator and auxiliary generators (battery charging)

• Engine Control including Cranking

• Propulsion including Transition

• Auxiliaries control (Switching of fuel pump Motor)

• Electro dynamic braking (EDB)

• Wheel slip/ slide control of electric traction

• Safety alarm and indication

• Data logging and fault-diagnosis

Working Conditions

The microprocessor based control system is required to work in very hazardous environment

having oil, dust, vibrations, high temperatures & humidity combined with high levels of

electric surges, electromagnetic induction and radio frequency interference.

Locomotive Internal Architecture

The locomotive consists of the following equipments:

Prime mover:

- Diesel Engine / Catenary Voltage / Steam Engine

Secondary mover:

- Alternator / Transformer

Traction drives:

- DC Motors / AC Motors

Control devices:

- Control desks

Safety Devices:

- LOPS/ LWS/ OST/ PCS

Information devices:

-LED’s / Display

Control consoles:

-Control panel

Auxiliary controls:

-Battery charger/ Auxiliary drives etc.

There should be central coordinator to control and monitor all these equipments/ devices/

machines. This requirement calls for automated control system.

Some of the examples of the control system are as follows:

1. Static excitation control system.

2. E-type Excitation system.

3. Microprocessor based control system (currently in use)

Loco main components- Description

Ü Diesel Engine: - It is the main source of power on board the locomotive. It consists of 16-

cylinders and is capable of delivering 3100HP of power. The ramp up rate for the Diesel

engine has been programmed as a total of 5 seconds per notch (including 2.5 sec of

governor) from the 1st notch to 4th notch and 6 sec per notch above 4th notch.

Ü Main Alternator: - It is an electrical machine converting the mechanical power obtained

from the Diesel engine into three phase electrical power for traction i.e. for moving the

locomotive by providing supply to the traction motors.

Ü Auxiliary Generator: - Electrical machine utilizing mechanical power from Diesel

engine to convert to electrical DC power for battery charging. Locomotives used to

operate passenger trains are equipped with an auxiliary generator. This provides AC

power for hotel load i.e. lighting, heating, air conditioning and dining facilities etc. on

the train.

Ü Air Intakes: - The air for cooling the locomotive’s motors is drawn in from outside the

locomotive through air intakes and filtered to remove dust and other impurities. Its flow

is regulated by temperature, both inside and outside the locomotive.

Ü Rectifier: -This circuit converts three phase electrical power from the Main Alternator to

DC electrical energy for traction motors.

Ü Control Stand :- This is the principle man-machine interface; it consists of the main

controller handle, engine control switch, speedometers; pressure, voltage and current

meters and other notches and controls which need to be operated manually by the

Driver.

Ü Battery:-DC power source on the locomotive to serve auxiliaries on board the

locomotive.

Ü Traction Motors: - Electrical machines converting electrical energy to mechanical

energy for moving the locomotive. The WDG3A locomotive consists of 6 traction

motors.

Ü Drive Shaft: -The main output from the diesel engine is transmitted by the drive shaft to

the alternator at one end and the radiator fans at the other end.

Ü Gear Box: -Drive to the fan is through a gearbox to change the direction of the drive

upwards.

Ü Sand Box: -The locomotive carries sand in the sand box to assist adhesion in bad rail

conditions and to prevent slipping of the wheels.

Ü Truck Frame: -This is the part carrying the wheels and traction motors of the

locomotive.

Ü Locomotive Control Unit (LCU): -Microprocessor based system that manages complete

locomotive control with reading various commands from the locomotive operator,

managing the movement of the locomotive, control electrical breaking and fault

diagnosis.

WORKING OF LOCOMOTIVE

Diesel Engine

GovernorMaster

Controller

G~

Main Alternator

BatteryLocomotive Control Unit

Aux. Reg. Main. Reg.

BrakeResistors

M/G

M M M M M MTraction Motors DC

DriversDisplay

M/GCranking Exciter

Aux.

Gen.

Rectifier

General overview of locomotive main components

A diesel electric locomotive is driven by DC series traction motors mounted on all the

driving axles independently. A traction alternator that is directly driven by a diesel engine

supplies electrical power to these motors. The traction alternator field is controlled by control

system through excitation control of exciter. The AG and the exciter are used as motors

powered by 64 V batteries for cranking the engine. Power level of the diesel engine is set

through a master controller which has eight settings called ‘notch’. Each notch has a fixed

rpm and power level.

The traction alternator field is excited by a DC exciter, which is directly connected across

the alternator field. A transistor working in switching mode in turn controls field of the

exciter. The ON/OFF control is done by Pulse width modulation (PWM). The exciter is

driven by alternator shaft by a gear train.

An auxiliary generator driven by a gear train mounted on traction alternator provides

power for electrical auxiliaries and also charges a 64 V battery floating across it. The output

of the auxiliary generator is regulated at 72±1 V.

At defined loco speeds motor transition (changing the traction motor combination from series

parallel 2S3P to parallel 6P) is done by control system to increase the loco/train speed. In

passenger or mixed type locomotives, field weakening is also done to increase the loco

speed.

During dynamic braking, the traction motor fields are disconnected from the motor

armatures and reconnected in series across the traction alternator. The motors now work as

separately excited generators and the current generated is dissipated in the resistor grids.

Wheel slip is detected by comparing voltage across a slipping motor to a non-slipping

motor through a Wheatstone bridge circuit. The unbalanced voltage energizes a wheel slip

relay that causes reduction of alternator excitation through PWM to reduce the traction

output to wheel through wheel slip control mechanism. There are three such pairs of motors

connected in the above manner energizing three wheel slip relays.

These locomotives have a pneumatic brake system. The brake system may be either pure

air brake or pure vacuum brake or dual brake (i.e. provision of both the vacuum and air

brake). For cranking purposes, the auxiliary generator and the exciter are used as motors

powered by 64 V batteries.

The locomotive controlled by the LCU is designed to be operated in the following scope:

• Single Unit

• Multiple Unit (Master)

• Multiple Unit (Slave)

• Test Run without Traction Motors (Stationary with load box in shed)

• Micro-controllers supported by Siemens

• KM-DIREKT

It is a microprocessor based control system for rail vehicles which provides extensive

diagnostic functions and high availability. The system is configured modular out of a central

processing unit and different functional cards in a 19’’ rack with application specific backplane

wire-wrap wiring.

Since this system cannot afford to work in very harsh environmental conditions of the

Locomotives (as discussed above) so the system is modified and replaced by a system that can

sustain extreme locomotive conditions and moreover, this technology became very obsolete and

is hardly have any scope in the international market.

This has called for the replacement of KM-DIREKT with a new and improved technology

that has brought a revolution in the Locomotive industry. This system was named as

SIMCONTROL.

KM-DIRECT

•

• SIMCONTROL

A SIMCONTROL is the new series of microprocessor based control system developed for

3100 HP WDG3A/WDM3D diesel electric ALCO locomotives by SIEMENS. From the

functional point of view, SIMCONTROL is complete successor of KM-DIREKT with just a

few architecture differences. The basic functions performed by KM-DIREKT system are also

valid for SIMCONTROL system such as:

- Diesel Engine Cranking

- Diesel Engine Speed control through Governor

- Propulsion Control including Transition & Reversing

- Excitation Control during Motoring & Dynamic Braking

- Battery Charging Regulation

- Vigilance Control

A SIMCONTROL

- Auxiliary Control

- Driver’s Display

- Diagnosis

- Flasher Light Control

v KM-DIRECT Vs SIMCONTROL

The architecture comparison between the SIMCONTROL & KM-DIREKT is as follows:

1) Integrated Wheel slip & slide control in SIMCONTROL microprocessor against the separate

K-MICRO compact – Wheel Slip & Slide Module in KM-DIREKT microprocessor.

2) The terminological difference between the representation of the cards in SIMCONTROL

microprocessor based control system and existing KM-DIREKT system is as follows:

S. NO.

KM-DIREKT

SIMCONTROL

1 19” module rack with back plane

wiring which integrates the

functional circuit boards

3 rack system (X, Y & Z) with back plane

connector connected with interface

modules (IM-Y & IM-Z)

2 CRH12 Central Computer CPU Central Computer

3 Wheel Slip & Slide control card

designated as ‘-A10’

Counter Module card designated as ‘X7’ &

‘X8’

4 Power supply module for system

5Volt operating supply

designated as ‘-A90’

Power supply module for system 24Volt

operating supply designated as ‘PSU-5’,

‘PSU-6’ & ‘PSU-7’

3) Integrated filter cards in AI cards for analog inputs in SIMCONTROL system as compared to

KM-DIREKT system.

4) The X-Connectors (X41/X42/X43/X44/X45/X46/X47) in KM-DIREKT system is replaced

by XR-Connectors (XR1/XR2/XR3) connectors in SIMCONTROL. The existing KM-

DIREKT X48 Connector is retained as such in SIMCONTROL system.

LOCOMOTIVES SUPPORTED BY SIEMENS

There are two types of ALCO Locomotives supported by Indian Railways that are being

fitted with Microprocessor based control system - WDG3A and WDM3D.

WDG3A (above) and WDM3D ALCO locomotives

WDG3A WDM3D

• W- Broad gauge

• D- Diesel

• G- Goods

• A- 100 HP (3A= 3100 HP)

• W- Broad Gauge

• D- Diesel

• M- Mixed (Goods/Passengers)

• D- 300 HP (3D= 3300 HP)

v Discussing REMMLOT

REMMLOT is a network-oriented system connecting microprocessor locos in the field with

centralized server based management system through CDMA and/or GSM network

communication. REMMLOT consist of two units -:

1) Locomotive and train management system (LTMS)

It is a centralized server hosted on the internet for entire Indian railways & has a static IP

address from which it can be accessed. Locomotive remote monitoring system connects to this

web address through a GSM or CDMA network and transmits locomotive health status,

diagnostics related data & other operational data.

2) Locomotive remote monitoring system (LRMS)

It is a rugged stand alone embedded system mounted in the locomotive and connected with

the microprocessor through either serial or parallel bus. It will interface with microprocessor

control system & communicate with LTMS through commercially available CDMA and/or

GSM network.

Physical set-up for REMMLOT

MODEM

ffff

(RISC

Web server

LTMS

Data logger unit

Client

Via LAN ports

LRMS

Microprocessor

(RISC type) (Ethernet)

• GSM/ CDMA

• GPRS

Understanding the Set-up

• RISC type microprocessor:

RISC (reduced instruction set computer) is a microprocessor that is designed to perform a

smaller number of types of computer instructions so that it can operate at a higher speed

(perform more millions of instructions per second, or MIPS). Since each instruction type that

a computer must perform requires additional transistors and circuitry, a larger list or set of

computer instructions tends to make the microprocessor more complicated and slower in

operation.

• Modem:

The modem used, in case of Remmlot, is a wireless modem that can be perfectly placed

between the LTMS and LRMS. This modem should support either of GSM or GPRS

technology. Keeping this aspect in mind, some of the wireless modems that were selected

are: Typhoon, Moxa, Pheonix, Trio-DATACOM and Siemens.

With the stated operating system and service conditions and requirements, a search for

compatible modem that could be used for the remote monitoring of loco was initiated. The

following product was found to be suitable and hence was chosen for further study.

RS 232/485 Radio Modem by TYPHOON

The RF solutions typhoon RF modem provides fast

and reliable wireless data communications at an

extremely competitive price. Whilst the RF modem is

simple to use it is also highly adaptable and can be used

in a wide variety of applications. An addressed secure

mode is also available.

The RF modem is configurable as a ‘transparent’

wireless serial point-to-point link reproducing the

function of a half duplex serial cable.

Typhoon Modem

Salient features:

• Wireless half-duplex radio modem

• RS232 and RS485 serial interfaces

• RF power up to 500mW (+27dBm)

• Range up to 4 km

• Radio Baud Rate up to 38.4kbps

• Serial baud rate up to 115.2kbps

• Housed in a tough ABS enclosure rated IP68

• Multiple radio channel operation

• Powered from 9 to 12 V DC

• Internal LED indication of power and communications

• Configurable with standard Hayes AT commands

Modem Specifications:

General

Device Type Fax / modem

Enclosure Type External

Width 6.4 cm

Depth 9.6 cm

Height 2.2 cm

Price 19.96 pounds

Modem

Interface Type Serial RS-232 / Bluetooth

Connectivity Technology Wireless

Max Transfer Rate 56 Kbps

Protocols & Specifications Bell 103, ITU V.21, Bell 212A, ITU V.22, ITU

V.22bis, ITU V.29, ITU V.32, ITU V.32bis, ITU

V.34, ITU V.17, ITU V.23, ITU V.27ter, ITU

V.80

Max Fax Transfer Rate 14.4 Kbps

Antenna External integrated

Expansion / Connectivity

Interfaces 1 x modem - phone line - RJ-11

1 x serial - RS-232 - 9 pin D-Sub (DB-9)

1 x network - Bluetooth

Miscellaneous

Cables Included 1 x phone cable

1 x serial cable

Power

Power Device Power adapter - external

Software / System Requirements

OS Required Microsoft Windows 98 Second Edition /

Windows ME, Microsoft Windows 2000 / XP

Min Processor Type Pentium II

Min RAM Size 64 MB

Environmental Parameters

Min. Operating Temperature 0 °C

Max. Operating Temperature 50 °C

Humidity Range Operating 10 - 90%

• Data logger unit:

It is a section that collects and stores all the health data associated with locomotive. The

LRMS basically comprise of this unit independently. It is connected with the microprocessor

through either serial or parallel bus via ethernet ports. It will interface with the microprocessor

control system and communicate with LTMS through commercially available CDMA and / or

GSM network via wireless modem (as specified above). It controls the data that needs to be

transmitted to the shed staff for locomotive diagnosis.

• Client and web server:

The LTMS basically comprise of these two sections. These two sections work in the same

way as usual client-server model works.

The client sends the request to the web server. The server receives the request from the

requesting client. The server acknowledges the request and collects the data to serve the

client. Finally, the client may get the desired information about the locomotive and follow-up

with the diagnosis process.

• Best suited technologies:

Ø GSM

GSM (Global System for Mobile communications: originally from Groupe Spécial

Mobile) is the most popular standard for digital mobile telephone system in Europe and other

parts of the world. GSM uses a variation of Time Division Multiple Access (TDMA) and is

the most widely used of the three digital wireless telephone technologies (TDMA, GSM, and

CDMA). GSM digitizes and compresses data, then sends it down a channel with two other

streams of user data, each in its own time slot.

GSM is a cellular network, which means that mobile phones connect to it by searching for

cells in the immediate vicinity. GSM also pioneered a low-cost (to the network carrier)

alternative to voice calls, the Short message service (SMS, also called "text messaging"), which

is now supported on other mobile standards as well.

Mobile Frequency Range Rx: 925-960; Tx: 880-915

Multiple Access Method TDMA/FDM

Duplex Method FDD

Number of Channels 124 (8 users per channel)

Channel Spacing 200kHz

Modulation GMSK (0.3 Gaussian Filter)

Channel Bit Rate 270.833Kb

GSM: Technical details

Ø GPRS

The General Packet Radio Service (GPRS) system is used by GSM mobile phones, the

most common mobile phone system in the world (as of 2004), for transmitting IP packets.

The GPRS core network is the centralized part of the GPRS system. It also provides support

for WCDMA based 3G networks. The GPRS core network is an integrated part of the GSM

network switching subsystem.

The GPRS core network provides mobility management, session management and

transport for Internet Protocol packet services in GSM and WCDMA networks. GPRS

utilizes up to eight 9.05Kb or 13.4Kb TDMA timeslots, for a total bandwidth of 72.4Kb or

107.2Kb. GPRS supports both TCP/IP and X.25 communications.

GPRS implementation requires modification of existing GSM networks, because GSM is a

circuit switched technology while GPRS is packet oriented. GPRS enables packet data (the

same as is used by an Ethernet LAN, WAN or the Internet) to be sent to and from a

mobile station - e.g. mobile phone, PDA or Laptop.

GPRS represents the bridge between 2G and 3G mobile telecommunications and is

commonly referred to as 2.5G. A GPRS connection is established by reference to its access

point name (APN). The APN defines the services such as wireless application protocol (WAP)

access, short message service (SMS), multimedia messaging service (MMS), and for Internet

communication services such as email and World Wide Web access.

Fixed/Mobile Mobile

Circuit/Packet Packet

Max Bandwidth 107.2Kb

Range Coverage area of host network

Frequency Frequency of host network

Host Network TDMA, GSM

Definer ETSI

GPRS: Technical details

Ø GPS

The Global Positioning System (GPS) is a U.S. space-based radio-navigation system that

provides reliable positioning, navigation, and timing services on a continuous worldwide

basis. For anyone with a GPS receiver, the system will provide location and time. GPS

provides accurate location and time information for an unlimited number of people in all

weather, day and night, anywhere in the world.

The GPS is made up of three parts: satellites orbiting the Earth; control and monitoring

stations on Earth; and the GPS receivers owned by users. GPS satellites broadcast signals

from space that are picked up and identified by GPS receivers. Each GPS receiver then

provides three-dimensional location (latitude, longitude, and altitude) plus the time.

Knowing the exact location of

locomotives GPS has been a great benefit to

our riders. Each of the loco is fitted with a

GPS receiver and a communications system

that relays our position to our Internet site

on a real time basis. From there it is

available to any interested party who wants

to know where the loco is currently located

and when to expect it. This provides better

loco diagnosis & enhanced levels of safety.

GPS satellite around earth

BASIC REMMLOT METHODOLOGY

BASIC REMMLOT METHODOLOGY

LOCO

LOCO

SIEMENS

A

B

Remote Monitoring Overview

Explanation:

Data from the vehicle (central control unit, GPS and power meter module) is transferred to a

central computer by GSM (in future, also by GPRS for faster data transmission) and diverse user

groups (sheds, technical staff, etc.) can access the data via defined views.

Features:

• Transfer of position, diagnosis & other health data.

• Display of events (errors, faults, operating messages, etc.)

• Fault evaluation with notes on diagnosis

• Loco position display (text & map)

• Interface to SIBAS expert

• Freely configurable data transfer including password & key

ADDITIONAL REMMLOT FEATURES

• Locomotive Data:

LRMS shall interface with the microprocessor locomotive control system to receive the

following data at the frequency mentioned.

Ü Locomotive Health data- once every 10 to 30 minutes

Ü Fault data with data packs- as and when fault occurs

Ü Life time counters data & trip data counters- once every day

Ü GPS location information only (optional)

• Locomotive Health Data:

It shall be transferred from microprocessor system to LRMS every 10 to 30 minutes. Each

data packet shall consist of following parameters.

Ü Locomotive GPS position co-ordinates

Ü Date and Time stamp

Ü Notch position of Master controller

Ü Speed of locomotive in kmph

Ü Engine Lube oil pressure in Kg/cm2

Ü Engine fuel oil Pressure in Kg/cm2

Ü Engine temperature in 0C

Ü Battery Voltage

Ü Battery Charging/Discharging Current

Ü Power Ground Leakage Current

Ü Traction Alternator output Current

• Fault data with data packets:

These shall be transferred from the microprocessor control system to the LRMS as when a

new fault occurs. This information shall consist of date/ time stamp, GPS location co-

ordinates, fault code, fault description and fault data packs for three seconds before the fault

and five seconds after the fault. The microprocessor control system also has a mechanism for

resetting active faults.

• Life time data counters and trip data counters:

These might be available in the microprocessor control system shall be transmitted from

microprocessor control system to the LRMS once every day. This information is

accumulated since the commencing of the system.

• GPS location information:

Though GPS location co-ordinates are part of the locomotive health data packet. This

packet will contain only date/ time stamp and GPS latitude and longitude.

• Frequency of data transfer:

The following guidelines shall govern submission of exact details of the frequency at

which the above data shall be transferred to LTMS database:

Ü Locomotive health data shall be transferred every 10-30 minutes.

Ü Fault data with data packets shall be transferred as soon as fault occurs.LRMS shall place a

new data call through CDMA or GSM network to communicate this information.

Ü Lifetime data counters and trip data counters shall be transferred once every day. LRMS

shall club this information with the next locomotive health data transfer.

Ü GPS location data shall be transferred from LRMS to LTMS at an interval to be specified at

a later time. This is an optional data packet that may not be required.

Ü All of the above data shall be transferred along with a date/ time stamp and unique

locomotive number allocated by Indian Railways.

• Communication with LTMS:

LRMS shall communicate with LTMS using commercially available CDMA and/ or GSM

network.

• Communication Protocol:

The LRMS shall transmit the various kinds of data mentioned earlier to the LTMS by

making a data call on commercially available cellular network. Once the data is placed, the

LRMS shall using TCP/IP protocol to log into the LTMS system and transfer the appropriate

data.

• Voice communication (optional):

This feature may be optionally available to the locomotive pilot to make a voice call using

the CDMA and/or GSM data cards being integrated into the LRMS.

• Locomotive and Train Management System :

This system shall comprise of one or more centralised high-end servers, connected to the

internet. The server(s) shall be hosted on the internet using a static IP address or a registered

website (preferable).

• LRMS Communication module:

This software module shall have one internet interface that shall receive data from LRMS

using TCP/IP protocol. This communication module is only for receiving the data when

LRMS sets up a data call and this module does not initiate a communication with LRMS on its

own. When data is so transferred from the LRMS, the LRMS communication module shall

identify the nature of data, interpret it appropriately and save the data into a database. For

saving the data into the database, an appropriate interface with the Database Management

System shall be designed.

• Database Management system:

A reputed and reliable Database Management System shall be used for storing and retrieving

the data. The database management system should handle requests from the LRMS

Communication module to store the data and the web application software to retrieve the data.

• Web Application Server:

An internet interface shall be provided for the Railway staff to log on to the LTMS website

using secure login and password. This interface will be hosting web application software that

will enable the user to view the data received from the LRMS system in various formats.

• Application Software:

A user friendly, menu driven web application software shall be designed and developed

(preferably in MS-Excel) for LTMS website. After login and password authentication, the user

should be able to see the following data as well as formatted reports.

Ü A Summary list of all locomotives fitted with LRMS hardware.

Ü A Summary list of all faults on locomotives and also time period for consideration (from &

to dates). Indication should be provided if the fault is still active or not.

Ü A list of alert messages filtered by Locomotive/ Shed/ Zone/ All Indian Railways and also

by time period of consideration.

Ü Detailed listing of Locomotive Health data with data/ time stamp and GPS Location details

for a particular Locomotive.

Ü Re-fuelling information for a particular locomotive with date/ time stamp.

Ü Life-time counters data and trip counters data for a particular locomotive.

Ü Monthly totals based on life-time counters data.

Ü Summary page for particular locomotive with summarized data of all above data.

• User Maintenance:

Any user who wants to login into the LTMS website should be an Indian Railways

authorized person. An appropriate mechanism should be available for adding/ removing

members and restricting their access only to particular locomotives/ sheds/ zones.

• GPS location Data interface:

For future use, an interface shall be provided for other websites or software modules

elsewhere to acquire the GPS location data of specific locomotive.

• Maintenance:

The user should be responsible for the maintenance required for the web servers, hardware

application software, database management system and general website administration.

ENVIRONMENTAL CONDITIONS

Max. Temp. 70 0C (Sun)

47 0C (Shade)

Min. Temp -20 0C

Humidity 10% (up to 100% in rainy season)

Altitude Max.1200 m above mean sea-level

Reference-site • Ambient temp.- 47 0C

• Temp. inside engine compartment- 55 0C

• Altitude- 160 m

Annual Rainfall • Between 1750 to 6250 (in mm)

• Able to run at 5 Km/hr in a flood water (10.2 cm

above rail level)

Dust Extremely dusty & desert terrain in certain areas. The

dust content in air may reach as high as value as

1.6 mg/cm3

Atmospheric Condition Max. PH value- 8.5

Sulphate- 7 mg /lit.

Max. conc. of Chlorine – 6 mg/lit

Max. conductivity- 130 micro Siemens per CM

Max. speed of locomotive

(Withstand shocks & vibration)

160 kmph

Interfacing For LRMS (via modem)

For LTMS (via modem)

Electromagnetic immunity

range

9KHz – 80 MHz

PERSONAL LEARNINGS AND EXPOSURE

With the culmination of the project, following conclusions/ derivations can be made with regard

to what I learnt, the tasks I performed, my contributed to the company and the novelty of the idea

behind the project.

Ø TASKS PERFORMED

Since the project was about the remote monitoring of locomotives, it was initially required

to get familiar with the brief & basic knowledge of the locomotives. The complete study

carried out by me throughout the internship training includes developing a strong foundation

in the area of Loco industry and proposing a mechanism for the monitoring and the diagnosis

of locomotives. The organised & focussed approach begins with the most basic architecture

of locomotive along with its all major components.

Moreover, some telecom and networking technologies were also implemented that were

significantly used during the course of my training. (for instance- GPRS, GPS, GSM, TCP/IP

etc.). These technologies feature the most significant part of my project. It was therefore,

necessary to learn about these technologies in details.

Looking at the hardware part of the Project, a wireless modem was required for interfacing

the two important locomotive units- LRMS & LTMS. This requires frequent interaction with

various electronic vendors (for eg. - Typhoon, Phoenix, Moxa, etc) that could suggest us the

most appropriate product suiting our requirements. As per our specifications, the product

should suitably work under the harsh & extreme conditions of the locomotive and moreover,

it should be compatible with GPRS & GSM technologies.

Since the Siemens’ major clients are IR (Indian Railways), so it was our responsibility to

make the REMMLOT understandable to the IR people. This calls for developing an

organised series of screen shots that enable a beginner to handle the device with ease. These

screen shots were developed using MS-Excel software.

The most interesting and informative task that I had performed was visiting the shed at New

Delhi railway station that helped me to understand the Locomotive in a much better way and

also gained bulk of fascinating knowledge about Indian Railways.

Ø ACHIEVEMENTS AND BENEFITS

Being a part of well-established company like Siemens Ltd. proved to be a great learning

experience for me. The internship has not only helped me to polish my academic knowledge

but has also refined & brushed-up my communication skills.

In the term of the 4 months, not only did I get a clear understanding of the functioning of

locomotives (in terms of the various processes involved as well as the electrical equipment

details), I also learnt a lot about various wireless communication protocols. Apart from this,

since the screen shots of the device were prepared exclusively in MS- Excel for the Indian

railways, I gained an adequate and detailed knowledge of the software. This was something

entirely new and adds to my skill set which will definitely help me later on in my

professional life.

Briefly, the training experience with Siemens enabled me to gain an ultimate professional

knowledge. Moreover, I learned how the academic world differs from the professional. The

responsibilities, tasks, colleague interaction, vendor interaction are some of my worth

mentioning learnings in Siemens.

Not only this, I learned about the strength & importance of working in a team. Moreover, I

understood the various leadership and management qualities that a professional should have.

The entire internship experience with Siemens was like an opportunity that one should

definitely aspire for. Looking forward to work with accompany like Siemens in future.

Being a part of well-established company like Siemens Ltd. proved to be a great

learning experience for me. The internship has not only helped me to polish my academic

knowledge but has also refined & brushed-up my communication skills.

Ø CONTRIBUTION IN THE PROJECT

With a vast reservoir of academic knowledge gained till the completion of my third year, I

was able to contribute an appreciable of it to the company.

Had learned the various technical subjects like Data communication networks, Analog

Electronics, microwave ,microprocessor, I was in a position to understand the company’s

various technical concerns and make the company aware about the latest developments

taking place in the various spheres. For eg.- DWDM technology in optical communication

was one such thing. The various types of switching – packet, circuit & message was another

instance.

Having the sufficient electronics & IT knowledge, I made their database in the latest Oracle

9i which was earlier used to be in Ms-Excel. This enables the company staff to maintain and

deal with the past and the present company records much more easily and efficiently. It gives

me a sense of immense pride in contributing something to a prestigious company like

Siemens.

Siemens Ltd. Is about to embark on designing a solution for the remote monitoring of

locomotives and the research done in this project, with regards to the comparison of

communication protocols as well as the various products already available in the market

which can be used to good effect, will give it a head start in terms of documentation already

done and the various problems encountered.

APPENDIX-I

(IEC Standards & Tests)

Taking a broader glance at the conditions & specifications of the electronic equipments, one

has to undergo a certain tests which can suitably analyse and guarantees the proper

functioning of these electronic equipments

There are certain tests that are recommended and specified for the electronic equipments in

railway applications. These tests are identified by the standard IEC (Same as the one we use

in engineering industry as IEEE). IEC is an acronym for International Elecrotechnical

Commission.

The IEC is the world's leading organization that prepares and publishes International

Standards for all electrical, electronic and related technologies — collectively known as

Electrotechnology. The IEC also manages conformity assessment systems that certify that

equipment, systems or components conform to its International Standards.

IEC standards cover a vast range of technologies from power generation, transmission and

distribution to home appliances and office equipment, semiconductors, fiber optics, batteries,

solar energy, nanotechnology and marine energy as well as many others. In telephony, IEC

may also refer to an "interexchange carrier" (a long-distance carrier).

The following are the tests conducted on the electronic equipments in Rail applications:

Ü Routine tests- These tests are conducted on routine basis (within a week, fortnight, month

or may be a year).

Ü Type tests- These tests are conducted on the equipments depending on various situations

and conditions (as discussed briefly in the coming table).

Ü Specification tests- These tests are performed on grounds of determining different

specifications for the equipments. These tests are optional and are rarely performed.

• Apart from the above standards applicable for railway industries, there are various

other standards associated with other industries.

TYPE TESTS REQUIREMENT FOR ELECTRONIC EQUIPMENT

S.NO. Clause No. of Standard Details of test

1. 10.2.3 of IEC 60571 Cooling test (Operating temperature)

2. 10.2.4 of IEC 60571 Dry heat test (Operating temperature)

3. 10.2.6 of IEC 60571 Supply overvoltages, surges and electrostatic

discharge tests.

4. 10.2.7 of IEC 60571 Transient burst susceptibility test

5. 10.2.8 of IEC 60571 Radio interference test

6. 10.2.9 of IEC 60572 Insulation test

7. 10.2.10 of IEC 60571 Salt mist test

8. 10.2.11 of IEC 60571 Vibration, shock and bump test

IEC 60038 Standard voltages

IEC 60076 Power transmission

IEC 60085 Electrical insulation

IEC 60096 Radio- frequency cables

IEC 60255 Electrical relays

IEC 60364 Electrical installation of buildings

IEC 60446 Wiring colors

IEC 60748 Semi-conductor devices

IEC 60793 Optical fibers

IEC 62270 Hydro-electric power plant automation

IEC 62040 Uninterruptible power systems

IEC 61603 Infrared transmission of audio/ video signals

APPENDIX-II

(Setting up of Test Bench)

Broad Scheme with Microprocessor based Locomotive Control System

To set up the test bench for the microprocessor based control unit one required to have a broad

idea of the conditions that actually exist in a locomotive. An extensive idea about the peripherals

attached to the KM-DIREKT and the various signals and conditions controlled by it was a

prerequisite.

The above given block diagram shows the microprocessor based control unit with its

peripherals as it’s exists in the WDG3A locomotive. The test bench thus designed is a simulation

of the conditions present in the locomotive such that the various quantities like temperature,

pressure and speed are sensed and calibrated as a measure of current and voltage as it is

impossible to create real-time conditions in a lab.

APPENDIX-III

(Modems & Driver’s display)

Ü As soon as the K-Terminal is powered up the following appears on the screen:

Diagnostic and extensive informative data is viewed on a 4 line text display of the K-

Terminal placed in the drivers cab. The following shows the sequence in which the

data appears on the Drivers Display.

Start Picture

F4F3F1 F2

Diagnostics

F4F3F1 F2

Parameter Input

F4F3F1 F2

Diagnostics List(history)

F4F3F1 F2

Wheel Diameter

F4F3F1 F2

K-MEMO

F4F3F1 F2

DisplayParameters

F4F3F1 F2

Traction Motors

F4F3F1 F2

Miscellaneous(2 analog / 6 bin.)

F4F3F1 F2

Speed (rpm)(6 analog values)

F4F3F1 F2

Temperature(6 analog values)

F4F3F1 F2

Motor Current(6 analog values)

F4F3F1 F2

Diesel Engine(8 analog / 1 bin.)

F4F3F1 F2

Generator(5 analog values)

F4F3F1 F2

Auxiliaries(10 analog val.)

F4F3F1 F2

Time

F4F3F1 F2

Tree structure of drivers display

MODEMS: - Wireless modem has played a crucial role in this project. Apart from

Typhoon (that is used in the project) there are few other modems that could be used as an

alternative. Some of these modems are listed below along with their specifications.

Ø PHOENIX

Design Light weight telecontrol tasks

Voltage 8-30 V DC supply Voltage

Data GPRS, CSD, SMS

Interfacing 9-way serial interface

Data rates bit rates up to 460

Frequency range GSM 900, GSM 1800 and GSM 1900

Operating temperature range -30-65 °C

Relative humidity 5-80 %, non-condensing

Hardware Fully integrated radio, modem and data

multiplexer Data rate 4800 and 9600 bps

Frequency Range 380-520 MHz

Tx Power 0.1 - 5W (+37 dBm) �1 Db

Modulation Narrow band digital filtered binary

GMSK Receiver Sensitivity -118 dBm for 12 dB SINAD

Power Supply 13.8 V dc nominal (10-16 Vdc)

Weight 1 kg

Ø Trio- DATACOM

Ø MOXA

Extended operating temperature -30 to 75°C

Standards GSM and GPRS

CSD Data Transmission Rate Up to 14,400 bps

Tx Power 1 watt GSM1800/1900, 2 watts EGSM

900/GSM 850

Baud rate 300 bps to 115.2 Kbps

Weight 150 ± 5 g

Dimensions 27 x 123 x 79 mm (1.06 x 4.84 x 3.11 in)

Operating Humidity 5 to 95% RH

Input Voltage 12 to 48 VDC

MTBF (meantime between failures) 925627 hours