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Distributed Power Wireless Control
System
(DPWCS)
Introduction
Distributed Power refers to the physical distribution of
locomotives at intermediate points throughout the length of
a train.
The DPWCS is conceived to provide coupling between locos
through RF communication
The concept of the distributed power was developed to
operate the long haul trains where operational
considerations or economics required it.
Introduction
Possible to couple maximum of 4 to the Lead locomotives
which can be connected in between or at the end of the
train.
DPWCS: Distributed Power Wireless Control System –
Terminology for Electric Locomotives
DPCS: Distributed Power Control System –Terminology for
Diesel Locomotives
Difference between Conventional and
DP Enabled Train
Conventional Train
Tractive Force is applied from the front
DP Enabled Train
The locomotives can be anywhere in the train consist.
Why Distributed Power System?
Higher coupler forces.
Train length limited to 58 wagons in case of UIC braking.
Higher Draft/Buff forces
Conventional Configuration 1:
Why Distributed Power System?
Conventional Configuration 2:
Advantages :
Higher tractive effort available.
Lower coupler forces
Disadvantages:
High risk of error as no automatic safety interlocks available.
Why Distributed Power System?
Capable of simultaneously operating multiple trains equipped
with the DPWCS in a radius of 3 Kms efficiently and without
loss/interference in communication.
Application and release of train brakes with feedback to the
lead loco.
Possible to isolate the defective loco.
Train parting –Traction zero/Application of brake.
Operate in the 406 to 407 MHz UHF licensed band.
Lower Draft/Buff forces.
Development of DPWCS on Electric
Locomotive on IR
First DPWCS was fitted in Electric Locomotive at ELS/KZJ in
WAG7 Locomotives (27426 & 27428).
System was without Brake Interface Unit(BIU).
Field trials in Manuguru(MUGR)- KRA(Karepally) section
(38.5km)of SCR in lead and Banking Mode.
Long Haul Trial- MUGR(Manuguru)-BDCR(Bhadrachalam
Road)-DKJ(Dornakal Junction)-101km
Delayed braking & Release time
Needed- Synchronized Braking & therefore Brake Interface
Unit(BIU) developed.
DPWCS Equipment Configuration
Control and Communication Unit (CCU) - 01 No.
Driver Interface Unit (DIU) - 02 Nos. (One in
each cab)
Brake Interface Unit (BIU) - 01 No.
Tri-Band Antenna (RF, GPS & GSM) - 01 Nos.
Single Band Antenna - 01 Nos
Encoder (For Notch Synchronization) - 01 Nos
DPWCS Block Diagram
CCU
BIU
DIU 1
DIU 2
RF
Antenna
Speed I/P
Analog I/Ps
BCD I/Os
110V DC Input
Encoder Input
Control & Communication Unit (CCU) Control & Communication unit
monitors and control all the
system activities.
CCU will read the signals of
couplers, Notch, Brake input
and send command to the
remote locomotive through
RF link.
In the remote loco, the system
receives the information from
lead and Control the
corresponding I/Os as
required.
CCU will keep on
communicating with the DIU
to update the status
information on screen.
Driver Interface Unit (DIU)
Driver interface unit is Touch
screen TFT LCD(Thin Film
Transistor Liquid Crystal Display).
It display all required parameters
like BP, BC, MR, FP, Notch,
Dynamic Brakes and all the lamp
signal of Lead and remote
locomotives to Loco Pilot.
It will allow the Loco pilot to control
the remote Locomotives
individually through touch screen
option.
Brake Interface Unit (BIU)
Brake interface system can be
interfaced with the train safety
systems like TCAS(Tran Collision
Avoidance System), TPWS (Train
Protection & Warning System)etc.
BIU has a feature to monitor the
control pressures from loco Pilot
and the TCAS/TPWS and will
issue brake command to
locomotive.
Radio Modem
Frequency Range 403 to 407 MHz
Channel Spacing 12.5 kHz / 20 kHz / 25
kHz
Carrier Power 1, 2, 5 and 10 W / 50
ohm
Sensitivity < -115dBm (Bit Error
Ratio(BER) < 10-3)
Data speed of radio 19200 bps @ 25 kHz,
Operating voltage + 11.8 ...+ 30 Vdc
Train Antenna
Frequency ranges
a) GSM(Global System for Mobile communication)-1800
1710 – 1890 MHz/ 1885 – 2710 MHz
b) UHF(Ultra High Frequency) 400 – 512 MHz
c) GPS(Global Positioning System) 1575.42 MHz
Impedance 50 Ohms
Max. Power 50 W
Operating temperature -40°C to +80°C
Operating Frequency and Licensing
A license for radio frequency to operate the system.
The Wireless Planning & Coordination Wing (WPC) is a branch
of Department of Telecommunications to provide the License
for operating frequency for DPWCS to operate in particular
allocated band.
No of System in 1MHZ band
Total Band width 1MHz
Channel Spacing 25kHz
Total Available Channels 40
Number of DPWCS fitted trains
which can run in the radius of 3km 40
No adverse effect as the system is already provided with
space and time diversity and other algorithms to prevent data
loss in air.
Different Modes of DPWCS
There are six operating modes available in the system.
Isolate Mode
Idle Mode
Brake Mode
Synchronous Control Mode
Independent Control Mode
Different Modes of DPWCS
Isolate Mode:
In this mode the System remains powered on but all the DPWCS
functional are disabled.
Idle Mode:
In this mode the traction and Dynamic braking functions of the
lead locomotive will not be replicated in the remote
locomotives. But, the air brake functions will be
replicated.(Only Air Brake)
Different Modes of DPWCS
Brake Mode:
In this mode, only Airbrake and Dynamic brake functions of the
lead locomotive will be replicated in the remote locomotives.
The traction of the lead locomotive will not be replicated in the
remote locomotive.
Synchronous Mode:
By default the system will be in Synchronous control mode. In
this mode all electrical and pneumatic functions of the lead
locomotive will replicate in remote locomotives.
Different Modes of DPWCS
Independent Control Mode:
In this mode, selected remote locomotive can be independently
control through options available on the DIU screen.
By using Independent Control Mode the pilot can operate the
following functions of remote Locomotives individually using
Touch screen options.
Notch Up/Down.
Dynamic Brake Up/Down.
DJ open/Close.
Panto Up/Down.
Main Features of DPWCS
Train integrity check before Grouping
Automatic Neutral Section Negotiation
Train integrity Check
The system will verify the configured remote locomotives are
connected in the same formation or not by using BP
Continuity Check Algorithm. There are three steps in this
process.
After Initiating Grouping Process, system will verify the
Brake pipe pressure is grater than 4.5 kg/cm² in lead and
remote locomotives. Otherwise system will display a
message to Loco Pilot to “Release Brake for BP Continuity
Check”
After confirmation of BP in Lead and remote loco is greater
than 4.5kg/cm² the system will display “Apply Brake for Full
Service for BP Continuity Check” to Pilot.
After confirmation of BP in lead and remote loco is less than
3.2 kg/cm², the system will show “Release Brake for BP
Continuity Check”. Message to Loco Pilot.
Grouping Process Screen-1
Grouping Process Screen-2
Grouping Process Screen-3
Operational Screen
Brightness -
Brightness +
Diagnostic
Status
Synchronous
Mode
Isolate Mode
Independent
Mode
Brake Mode
BV OUT
Mode
Idle Mode
Automatic Neutral Section
Negotiation(ANSN)
For Automatic neutral section negotiation of remote
locomotives, the pilot has to press the NSN Push button
provided on DIU at 500 Meter warning board.
The system will use speed and GPS as redundant inputs to
Negotiate the Neutral section.
Lead system will lock the coordinates of 500 Warning board,
DJ open and DJ close and send the locked coordinates to
remote locomotives.
Remote system will calculate the distance between Lead and
remote locomotives and negotiate the neutral section
according to the GPS and Speed Inputs.
System will calculate the length of the train according to the
number of wagons enter by the pilot during grouping process.
In remote locomotive, the system will open its DJ before 75
Meters form the DJ open board and close after 75 Meters from
the DJ close board.
Neutral Section Negotiation(NSN)
Screen
Neutral Section Negotiation(NSN)
Screen
Neutral Section Negotiation(NSN)
Screen
Neutral Section Negotiation(NSN)
Screen
Fail Safe Features
There is few fail safe logics incorporated in the system.
RF failure Logic: During failure of the communication link, remote
loco traction zero, DJ open and Pantograph down.
Switch feed Failure detection: System will monitor the switch
feed signals for NSNS and Emergency switches. In case of
failure the system will intimate the pilot through audio visual
alerts.
Contradictory Signals: System will detect the contradictory
signal in lead and remote like, Both Pantographs ON, Both
running & braking signals ON and both forward & reverse signal
On. In this situation the system in remote locomotive will go to the
fail safe mode by open its DJ & lower the Pantograph.
DPWCS performance in Tunnels
Radio frequency strength is measured during the negotiation of
tunnels in Central Railway on 03-03-2014 & 05-03-2014.
Section : Maramjhiri (MJY) – Dharakhoh (DHQ) Section, CR
No of Tunnels : 05 -different length of tunnels (95 to 555 Meters).
1. Reliable operation of the Train fitted with DPWCS can not be
confirmed for tunnels with length more than 50.
2. Leaky Cable for tunnels/cuttings:
Since there are tunnels of length more than 50 meters in
electrified sections of I.R. leaky cable can be provided to
achieve the seamless communication in these tunnels.
3. No. of tunnels of length more than 50 meters are as under:
DPWCS performance in Tunnels
SN Railway No. of tunnels
1. South Central Railway NIL
2. South Eastern Railway 04
3. South East Central Railway 03
4. East Coast Railway 56(in KK line)
5. Eastern Railway 01
6. East Central Railway 03
7. Central Railway 83
8. Western Railway 02
9. South Western Railway 18(under electrification) 55 (Non electrified )
10. West Central Railway 06
11. Southern Railway 09
12. North Eastern Railway NIL
SCR- 5 Pairs(WAG7) SER- 1 Pair (WAG7) 2 Pair (WAG9) SECR- 1 Pair(WAG7)
Distributed Power Wireless Control Systems (DPWCS)
in freight locos over IR.
ECOR- 3 Pairs(WAG7)
Present Status:
Korba-Nagpur
Talchar- Paradeep
Present Status of DPWCS In Electric
Locos
Rly Loco Pair No.
Average Kms Earned/month
Remarks
SCR
28480+28481
1380
Working in Push-pull mode Section MUGR-KTPS & KTPS-BDCR-RUSG
27426+27428
27516+27827
27432+27863
27588+27386
SECR 27909+27913 6480 Working in Push-pull mode in Korba-Nagpur
Rly
Loco Pair No.
Average Kms
Earned/month
Remarks
SER
31282+31284
4500
Working in Push-pull mode in section ADTP-DPS-BSX-NOMD
31525+31526
28583+28589
ECoR
27255+27770
8730
Working in Wireless Multi in Talchar-Paradeep
27774+27795
27813+27838
Present Status of DPWCS In Electric Locos
Status of DPWCS In Diesel Locos
15 Diesel Locos are working with DPWCS.
Instruction given to DLW for regular cut in in freight locos vide Railway Board
letter dated 8.04.2015.
42 Nos. of M/s Lotus Make.
8 Nos. of M/s GE Make
2 Nos. of M/s Medha Make
At present Diesel Locos of VSKP and Vatva are working under DPWCS.
S. No. No. of Locos
Shed Make Section
1 10 (05 pairs) VSKP
M/s Lotus
Talcher - Paradeep
2 04(02 pairs)
KZJ
M/s Lotus
Isolated Condition
3 12 (06 pairs)
TKD M/s Lotus
Isolated Condition
4 16 (08 pairs)
VATVA M/s Lotus Ahemdabad-Mundraport
5 02 (01 pairs)
HUBLI M/s Medha Isolated Condition
6 04 (02 pairs)
ERODE M/s GE Isolated Condition
7 04 (02 pairs)
SABARMATI M/s GE
Isolated Condition
Total 52(26 Pairs)
Status of DPWCS In Diesel Locos
Procurement Plan of DPWCS
SN
Type of Loco
Sanctioned RSP
Quantity (Loco set)
Procurement by
1 Conventional Freight
1169/2013-14 389/2015-16
56 CR
1193/2014-15 357/2015-16
80 SCR
2 Three Phase Freight
1060/2011-12 308/2015-16 1122/2012-13 351/2015-16
25
50
CLW
Procurement Cost of DPWCS
For Conventional Freight Locos Rs. 39.62 lac for one set
For Three Phase Freight Locos Rs. 44.00 lac for one set
Safety Integrity level (SIL) Certification: Prospective vendors have been advised by RDSO to ensure SIL
certification which may be required for CRS sanction.
OEMs have approached to different certification agencies:
M/s TUV/Bangalore and
M/s TUV/Mumbai.
OEMs have been advised to submit a time schedule for getting
SIL Certification
Issues For Further Development
Interoperability:
Meetings held at RDSO on 04.11.15, 07.12.15 & 29.03.16 with
prospective vendors to finalize common Communication
protocol.
Radio Finalization:
Different makes of radio system with different data encoding
and encryption schemes are usually proprietary item.
All the OEMs except GE have accepted to use a common radio
of SATEL make however M/s GE use the radio of MDS &
GREYHILL make.
Use of Standard Radio System is to be decided.
Issues For Further Development
Standard Operation Screen of Driver Interface Unit:
RDSO has prepared a standard operation screen of Driver
Interface Unit (DIU) of DPWCS incorporating the additional
requirements after discussion with OEMs.
Interface with E-70/CCB Brake System:
Interface requirement of E-70/CCB Brake system with DPWCS
has been incorporated in Specification of Brake System.
Issues For Further Development
Back
GLIMPSE OF DPWCS
DPWCS Unit Rev.’0’
DPWCS Unit Rev.’1’
Inline with ML Recomendentations for reducing the size of CCU & DIU reduced
size of CCU & DIU was undertaken and implemented. as follows.
First locomotives Equipped with DPWCS at ELS/Kazipet
Inauguration of DPWCS fitted Locos at CLW by ML
DPWCS Performance trial at Ajni
Long Haul Trial at BDCR Section
DPWCS Installations at Tatanagar
Installations at Ajni Loco Shed
Brake Interface Unit Testing at RDSO brake Lab
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