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