Course Content

The paper consists of microcontroller with the RF receiver and the voice recorder chip with speaker. The whole system is attached to the vehicle (BUS or Train). The encoded RFID tags are placed in the BUS stops or the railway stations. The microcontroller in the TRAIN is programmed in such a way that every station name saved in the voice chip which is having a unique code. So whenever the bus or train reaches the station, the reader in the bus or in the train receives the codes, which are transmitted from the tag and the microcontroller receives this code and checks in the look up table, saved in the chip. Whichever matches, the controller will send the command to the voice chip to play that particular voice. At the same time the train stops for about 10-15 seconds in the station and then before leaving the station, it will again start to announce “PLEASE GET INTO THE TRAIN, THE TRAIN WILL LEAVE IN 6 SEC” and the train starts to move to next station. The voice chip will play the voice and this will be heard in the speaker. This voice is repeated till the train leaves the station. 

The automated system for a metro rail is an integrated application which makes announcements and displays the relevant station information when the train reaches a particular station. The implementation of the paper is based on Radio Frequency Tags and corresponding readers. Serial communication, non-volatile memory storage, voice chip implementation and others aid in bringing out the desired functionality. The main technique and the major aim of this system is to develop a new solution, based on a wireless network systems, for the problems faced in railway lines. The purpose in studying railway lines includes finding new methods to reduce the rate of accidents and improving the efficiency of railway-line maintenance.

The data were processed only with dc removal and without application of time gain. Reflections from the ballast surface and the ballast bottom side are clearly visible. Only a minor influence of the sleeper on the radargram. Only the ballast bottom side reflection is slightly affected by the sleepers. propagation velocity the normal move out time for each trace is calculated by the offset between transmitter and receiving antenna. In a second step the time position of each trace is corrected by the corresponding normal move out time. The reflection shown in Figure 6 appears tilted. If the appropriate velocity is chosen, the reflections will be displayed as horizontal lines in the radargram. The sum of all corrected traces will increase the summed amplitude of the reflections to a maximum at the zero offset position. To find the most appropriated propagation velocity, the normal move out has been corrected and all traces in a velocity range of 5x107 - 3.5x108 m/s have been summed up. Velocities greater than the speed of light are used only for visualizing the velocity spectrum. They have no practical meaning .

Two regions of high amplitudes of the summed reflections are formed . The upper right region represents the ballast surface reflection and the centre region can be referred to the ballast bottom side reflection. This velocity analysis measurement shows that the multi-offset measurement of the propagation velocity inside the ballast can be used as an evaluation tool of the ballast degradation. Detection and maintenance of rail defects are major issues for the rail community all around the world. The defects mainly include weld problems, internal defects worn out rails, head checks, squats, spalling and shelling, corrugations and rolling contact fatigue (RCF) initiated problems such as surface cracks. If these defects are not handled and corrected they can lead to rail breaks and accidents .There are numerous challenges to rail community and the infrastructure maintenance people such as to perform effective inspection and cost effective maintenance decisions. If these issues are taken care of properly, inspection and maintenance decisions can reduce potential risk of rail breaks and derailment. In vibration based method our device will do calibration of the rail track by using vibration sensors. Vibration sensors will sense the vibration on the track. If the track vibration are in the range of predefined standard values it means there is no faults otherwise track is defected. Damage component and faulty track information will broadcast to the server through wireless medium. By using both the method we can inspect the railway track in accurately. Our propose system focus on machine vision based and vibration based method to detect irregularities in track and defected component such as tie, tie plate, anchor, missing bolts.