VOCATIONAL

TRAINING
REPORT
EASTERN RAILWAY
SEALDAH DIVISION

Submitted by :
Souptik Mukhopadhyay
5th Semester
Dept. of Electrical Engineering
I.I.E.S.T,Shibpur

ACKNOWLEDGEMENTS
I, the undersigned student of Electrical Engineering department of
I.I.E.S.T,Shibpur(formerly known as Bengal Engineering and
Science University, Shibpur) have completed two weeks training
at Eastern Railway (Sealdah Division).
I am very much grateful to the authority of the organization for
taking initiative for the vocational training to upgrade my
knowledge by placing me at Eastern Railway (Sealdah Division). I
owe many thanks to several people who helped and supported
me during this training.
I wish to express my gratitude to the officials and other members
of Eastern Railway who rendered their help during the period of
my training.
I am extremely grateful to the H.R. Department and Electrical
Department of Eastern Railway (Sealdah Division).
I express my sincere gratitude to:
Mr. Asit Das of Power House/ Substation.
Mr. Yadav Roy, Mr. Paltu Ghosh, of AC Coaching and Rajdhani
Express Department.
Mr. Tiwari Yadav, Mr. Mondal of TL Coaching.
Last but not the least I wish to avail myself of this opportunity to
express a sense of gratitude and love to my friends and my
beloved parents for their heartiest support, guidance and for
everything. With due regards and thanks to everyone involved in
this project I conclude this project.

Yours sincerely
Souptik Mukhopadhyay

1.

TRAIN LIGHTING

TRAINING PERIOD: 23/06/2014 TO

26/06/2014

INTRODUCTION
Train lighting of a self-generated coach is being
discussed here. The generation is done by the under gear
equipment i.e. a 3 phase brushless alternator with a Rectifier cum
Regulator Unit(RRU)

ALTERNATOR

S P E C I F I C AT I O N O F A LT E R N AT O R :
Connection
Generated voltage
Rating
No. Of V grooves

Star
97V AC
4.5kW
4

The alternator is mounted between two wheels. The V belts are

attached in the V grooves on the pulley attached to the shaft and
the axis of the wheel.
External Components:

Bogie bracket
Suspension pin
Cutter pin
Split pin
Bogie nylon bush
Tension rod

 Bogie bush
Alternator power supply
1. The alternator starts producing voltage when rotor achieves
a minimum speed of 350rpm.The alternator does not
generate until the train achieves a minimum speed of
22kmph.
2. The output of alternator is provided to RRU at an optimum
speed of 38kmph
3. 110 V DC from RRU feeds the whole lighting system of the
coach and simultaneously charges the cells used underneath
each coach .When the train is at standstill the charged cells
provide the lighting..

RECTIFIER CUM REGULATOR UNIT(RRU)

Main features of ERRU with UVC:

Fast and reliable switching devices.
Alternator identifying facilities and
Auto setting of parameters such as output DC
voltage, battery current, load current which in turn
increase the life of battery and the alternator itself.

 Monitoring real time value of alternator voltage, load

current, battery AH (IN), AH(OUT) etc., through
interface fitted inside the coach.

Main Components of ERRU :

The main components of the ERRU are as follows
Terminal Box
Power Unit
Universal Voltage Controller (UVC)
Static Over Voltage Protection (OVP)
Emergency Field Extension with interface
High Reliable Components
Hall Effect Sensor.
ISOPACK Power Diodes.
Main advantages of ERRU:
Control circuit is Modular type design.
Auto identification of alternator ratings and
indications.
Auto setting of parameter of voltage, load current,
Battery current, over voltage, over current and
current limiting for all the regulator of 4.5 kW, 18 kW
and 25 kW.
UVC is interchangeable with all types of Electronic
Regulators from 4.5 kW to 25 kW.
Close regulation of voltage +/- 2 V over the entire
range of load and speed to have uniform charging of
batteries.
Less voltage and current ripple on Battery Charging
current.
Controlled Battery charging current to have longer
life of batteries.
Rating and Settings :
4.5 kW Regulator:
Ratings :

Voltage : 124 V
Full Load amps : 38 A
Speed Range : 550 RPM to 2500 RPM.
Settings :
Normal : 124V +/- 0.5 V at 19 Amp.
And at 1500 RPM
Facility available for setting: 120V,122V &
124V
Load Current : 42 Amp (Maximum)
Battery charging current: 24 Amp (Max.)

HIGHLY RELIABLE COMPONENTS :

High reliable components are added to minimize
the failure in the Electronic Regulator. The working principle of
these components are ad mentioned below are explained here
under.
Hall Effect Senor.
Isopack Power Diodes.
HALL EFFECT SENSOR :
The Hall sensor is a transformer operating with a
balanced magnetic flux principle to measure D.C. A.C pulsating
current with galvanic
insulation between primary and secondary circuits. The primary
current produces a magnetic field, which is detected by a Hall
Effect device and, via an electronic amplifier, is immediately
balanced by injecting a current into the secondary winding. The
secondary current thus injected is the exact replica of the primary
current times the turns ratio. This closed loop current sensing is
fed into the main circuit to limit the output current and protect the
equipment from over current.
ISOPACK POWER DIODES :

These diode modules contain two diodes in a

single pack and have a base plate, which is ceramic isolated from
the power circuit. They can
be mounted directly on the heat sinks needing no insulation in
between. This results in effective heat transfer to the heat sink
and thereby reducing temperature of the device. These modules
are tested for more than 1.5 kV isolation between live terminals
and base place.
The ratings of devices are as follows
VRRP : 1800 Volts peak to peak.
I (avg) : 350 Amps.

PERIODICAL MAINTENANCE INSTRUCTION FOR ERRU

1. Check all the connections are tight. If found any loose
connection,
tighten the connection.
2. Care must be taken for connecting the terminals in correct
polarity.
The reverse connection may cause severe damage in regulator.
3. Do not disconnect the connectors from UVC and terminals. If
any
disconnection is found, connect the connectors in original
position.
Do not connect any wrong side and wrong connection will cause
damage in regulator.
4. Do not keep open the UVC door as well as regulator box and
terminal covers. Open door may give chance to enter the dust
and metallic things inside and this may cause any short circuit in
the
regulator.

5. In case of fuse blown, is suggested to use proper HRC fuse. Do

not tie with wire and this wire-fuse will cause any damage in the
regulator.
6. Protections are safety for our systems; so do not bypass the
protecting systems lie, OVP and fuse.

BATTERIES
Description of different types of cells:
Lead acid cells demand less maintainence and are less
costly.
Type of cells in use for train lighting and coach air-conditioning
are :Capacity of battery in AH Type of coach
at 27 Degree C at 10 Hr Rate where generally used
120
110 V, BG coaches
450
MG AC Coach
525
Jan Shatabdi Non - AC coaches
800 II
AC BG Coaches (Old) (Under-slung type)
1100 II
AC BG Coaches (new)/AC 3 Tier Coach
PRINCIPLE OF OPERATION :
In a charged lead acid cell positive terminal consists of
lead peroxide (PbO2) and the negative terminal of spongy lead
(Pb). Dilute sulphuric acid (H2SO4 + H2O) serves as electrolyte.
The overall reactions inside the cell during discharge and charge
are represented most -conveniently by a reversible equation as
follows :-

PbO2 + Pb + 2H2SO4 <=> 2PbSO4 +

2H2O
During discharge, the lead peroxide on the positive plates as well
as the spongy lead on the negative plates are converted into lead

sulphate (PbSO4). In this process, sulphuric acid (H2SO4) is

consumed and water (H2O) is formed. Consequently, the specific
gravity of the electrolyte falls, the extent of fall being proportional
to the ampere-hours taken out. The process at first causes a
slow, and then a faster voltage drop, until a permissible lower
limit
(final discharge voltage) is reached, which depends on the rate of
discharge current. The amount of ampere-hours (constant current
x time) taken out is called the capacity of the cell at this rate.
The chemical process during charge is the reverse of that during
discharge. The lead-sulphate on the positive plates is reconverted
into lead peroxide and the lead sulphate in the negative plates
into spongy lead. Sulphuric acid is formed and the water
consumed. The specific gravity of the electrolyte rises. There is at
first a slow, later a faster rise of cell
voltage. From 2.4 volts onwards gassing sets in due to a strong
decomposition of water into hydrogen and oxygen. Violent
gassing is injurious to the plate material. So after reaching this
gassing voltage the rate of the charging current must be limited
to within safe permissible values.
MAINTENANCE :
Hydrometer is used to ascertain the specific gravity of electrolyte
in a lead acid cell. The specific gravity is the relative weight or
density of the electrolyte as compared with a similar volume of
pure water. The specific gravity of a cell should be maintained at
the value given by the manufacturer in the fully charged
condition. This value for fully charged cells at 27 degree C shall be
between 1,210 and 1,220 for cells up to 525 Ah capacity and
between 1.245
to 1.255 for cells over 525 Ah capacity as per IS:6848.
Voltmeter is used for taking the individual voltage of cells and the
battery as a
whole. This voltmeter shall preferably be of a dry cell operated
digital type with a range of
D.C. from 0 to 200 V.
GENERAL

The rating assigned to the cell or battery is

the capacity expressed in ampere-hours(after correction to 27
degrees C) stated by the manufacturer to be obtainable when the
cell or battery is discharged at the 10 Hr. rate to the end voltage
of 1.80 V per cell.Train lighting batteries of coaches by the very
nature of service conditions cannot be expected to have steady
rate of charge/discharge. They are often left to idle for long
duration or charged at higher rates. Such strenuous service of
these cells therefore calls for
systematic and thorough examination while in service, prompt
remedial measures of defects/replacement of cells and quality
POH work in Shops to achieve the expected life without any loss
of efficiency below 80 %.
Running maintenance of storage batteries falls under four
categories :1. Trip examination,
2. Fortnightly examination,
3. Quarterly examination,
4. Intermediate overhaul.
Replace vent plugs after taking specific gravity and ensure that
they are tight.
"SWITCH ON" lights and fans in each coach and take the voltage
readings across the set of 56 cells. "SWITCH OFF" all lights and
fans.
Tap the floats of each cell and check for correct electrolyte level
as indicated in the float stem. Replace missing/defective floats. In
case of low level, replenish with pure battery grade water. If any
cell needs too much water for replenishing, watch for crack in the
cells and also check the voltage on load which should not be less
than 1.80 V. In case of any
defect, remove the cell and replace by a spare one preferably of
the same make and lug date or a lug date as close to the one
already in the coach. Use special containers provided with
automatic siphoning device to RDSO drawing No. SKEL 611 for
topping up battery grade water. Check tightness of packing and
use additional packing if required.

Coaches with discharged batteries which show less than 22 V on

load should be put on charge at double the normal rate of charges
and continued as long as possible till gassing starts or till the
specific gravity rises to the fully charged value which should be
between 1.210 and 1.220 for the cell up to 525 Ah or as
recommended by the manufacturers and which is stenciled on the
battery box. Use the battery charging terminals provided in
coaches
for charging purposes. Never skin the insulation of cables near
end cell connections for this purpose. Check up correct polarity
and connect the charging cables. Use a clip-on d. c. ammeter of
0-100 A range to check up the battery charging current. Note
down the rate of charging and the number of hours of charge.
Check the specific gravity of Pilot cells and the total voltage of
battery on load at the end of charge and record. Keep vent plug
tight. Ensure that washer is available for vent plugs. The person in
charge of battery maintenance should record all the readings
mentioned above in his diary and this information should be
transferred to the register maintained for various trains.
Check anti-theft rods and provision of nuts both inside and
outside the battery box on either side. Replace if found missing.
Secure battery box cover finally after all works are completed.

CARRIAGE FAN
GENERAL
400 mm, 300 mm and 200 mm sweep
carriage fans are used on Indian Railways in SG, MOG, and EOG
coaches where the system voltage could be DC 110 V or AC 110
V. As a passenger amenity item, carriage fans have to be
maintained in such working condition as to obtain good air flow
and trouble free service for ensuring maximum passenger
satisfaction.
SPECIFICATION

Railway carriage fans are either of the fixed or

swiveling type and conform to specification IS: 6680. Performance
requirements of these fans are as follows:

Requirement
A.C. Fan sizes

PERFORMANCE DATA
D.C. Fan sizes

400 mm 300 mm 200 mm

400 mm 300 mm 200 mm
Minimum Air in m3/min 50
37
20
65
30
14
Maximum Electrical Power
35 29 18
60 40 28
input in Watts
Maximum Weight in kg.
15 14.5 10

15 14.5 10

CARRIAGE LIGHTING
GENERAL
Carriage lighting is provided from :a. Axle driven generators in conjunction with storage batteries on
D.C. 110 V system..
b. Diesel generator sets with step down transformers on A.C. 110
V in MOG
system,
c. Diesel generator sets with step down transformers on A.C.110V
in E.O.G system.

Ceiling light fittings in I, II&III AC, II Sleeper, postal vans and

dining cars
on DC 110 V sys.: 18 W, 2 ft. long fluorescent lamps
with inverters

OVERALL SCHEMATIC DIAGRAM OF POWER

DISTRIBUTION FROM

ALTERNATOR

2. POWER
HOUSE

TRAINING PERIOD: 26/06/2014 TO

30/06/2014

INTRODUCTION
o A substation is a part of an electrical generation,
transmission and distribution system. Substations
transform voltage from high to low or
reverse or any of several other important functions. Electric
power may
flow through several substations between generating plant
and consumer,
and its voltage may change in several steps.
o A substation has a step up transformer increase the
voltage while decreasing the current ,while a step
down transformer decrease the voltage
while increasing the current for domestic and commercial
distribution .
The word substation comes from the days before the
distribution system
became a grid. The first substation were connected to only
one power station, where the generators were housed and
were subsidiaries of that
Power station.

IN SEALDAH POWER HOUSE the control is divided into two

sections.
1 THE LOW TENSION SECTION
2 THE HIGH TENSION SECTION

 The main components of the power house are

Transformers{300 KVA &500 KVA}
Circuit breakers { Air circuit breakers on L.T side &
vacuum circuit breakers on H.T section }
Relays { Earth Fault Relay & Over Current Relay }
Bus Coupler
Hooter / Alarm
Isolator {P.F :1 Sub Station }

The components are described in brief from the power house

below:-

STEP-DOWN TRANSFORMER
A transformer is a device that transfers electric energy from one
circuit to another circuit through inductively coupled conductors--the transformers coil---a varying current in the first or primary
winding creates a varying magnetic flux in the transformer core
and thus a varying magnetic field through the secondary winding.
This varying magnetic field induces a varying electromotive force
(EMF) or voltage in the secondary winding. This effect is called
mutual induction.

If a load is connected to the secondary, an electric current

will flow in the secondary winding and electrical energy will
be transferred from the primary circuit through the
transformer to the load. In an ideal transformer ,the induced
voltage (Vs) in the secondary winding is proportion to
primary voltage (Vp) and is given by the ratio of the number
of turns in the secondary(Ns) to the number of turns in
primary(Np) as follows----Vs/Vp=Ns/Np

 By appropriate selection of the ratio of turns, a transformer

thus allows an alternating current voltage to be stepped up
by making Ns greater than Np or steped down by making
Ns less than Np.

In the vast majority of transformers, the winding are coils

wound around a ferromagnetic core, air-core transformers
being a notable exception.

IN SEALDAH POWER HOUSE two transformers are used, one

300KVA and another 500KVA.
A spare 300KVA transformer is kept for backup.

Transformer ratings:-

C SERIAL NO:
MAKER
KVA
VOLTS AT NO LOAD
AMPERES
PHASES
TYPE OF COOLING
FREQUENCY
IMPEDENCE VOLTS
VECTOR GROUP REF
CORE & WEDGES
WEIGHT OF OIL
TOTAL WEIGHT
OIL AMOUNT
MAX. TEMP RISE IN OIL

1581/D7-08
AUTOMATIC ELECTRIC GROUP
500KVA
H.V: 6000V
L.V: 415V
H.V: 48.11A
L.V: 695.62A
H.V: 3
L.V: 3
OIL NATURAL COOLING
50C/S
4.37%
DY11
1140KG
451KG
2105KG
530LITRES
45 DEGREE

500KVA transformer

ALARM/HOOTER SYSTEM(BUCCHOLZ RELAY)

The alarm is employed to the system to indicate the faulty
condition. If any fault occurs in the system components the alarm
sounds to notify.
DIAGRAM {BUS COUPLER AND BUZZER(ALARM/HOOTER)
AT SEALDAH POWER HOUSE H.T.PANEL}::

ISOLATOR
In electrical engineering, an isolator switch is used to make
sure that an electrical circuit can be completely de-energised for
service or maintenance. Such switches are often found in
electrical distribution and industrial applications where machinery
must have its source of driving power removed for adjustment or
repair. High voltage isolation switches are used in electrical
substations to allow isolation of apparatus such as circuit breakers
transformer and transmission lines for maintenance.
BUS COUPLER
Bus coupler provides electrical isolation bus by employing
coupling transformers and fault isolation resistors. The Bus
couplers contain two isolation resistors {one per wire} and an
isolation transformer {with a ratio one to the square root of two}.
The purpose of bus coupler is to prevent a short on a single stub
from shorting the main data bus. The buses of two different
voltage levels cannot be connected in series. So, bus coupler is
used to join the buses of different voltage level.
PROTECTIVE RELAYS
A relay is fault sensing device. Many relay use an
electromagnet to operate a switching mechanism mechanically,
but other operating principles are also used. Relays are used

where it is necessary to control a circuit by a low-power signal

(with complete electrical isolation between control and controlled
circuit) or where several circuits must be controlled by one.

Signal. The first relays were used in long distance telegraph

circuits, repeating the signal coming in form one circuit and retransmitting it to another. Relays were extensively used in
telephone exchanges and early computers to perform logical
operations.
A type of relay that can handle the high power required to
directly control an electric motor is called a conductor. Solidstate relays control power circuits with no moving parts,
instead using a semiconductor device to perform switching.
Relays with calibrated operating characteristics and sometimes
multiple operating coils are used to protect electrical circuits
from overload or faults; in modern electric power systems
these functions are performed by digital instruments still called
protective relays.
The Relays used in Sealdah Power House are of mainly two types:
OVER CURRENT RELAY
EARTH FAULT RELAY
THE RELAY SPECIFICATION::{SPECIFICATION BASED ON
ONE SAMPLE ON H.T. PANEL

OVER CURRENT RELAY

Model No.
CDG31EG001SBCH
SERIAL NO.
130954160621011
C.T. SEC: 5 AMPS;2.5-10
AMPS
FREQUENCY:50HZ

EARTH FAULT RELAY

Model No.
CDG31EG001SBCH
SERIAL NO.
130954160621011
C.T. SEC: 5 AMPS;1-4 AMPS
FREQUENCY:50HZ

 OIL CIRCUIT BREAKER{O.C.B}::

The oil in OCBs serves two purposes. It insulates between the phases
and the ground, and it provides the medium for the extinguishing of
arc. When electric arc is drawn under oil, the arc vaporises the oil and
creates a large bubble that surrounds the arc. The gas inside the
bubble is around 80%hydrogen, which impairs ionisation. The
decomposition of oil into gas requires energy that comes from the heat
generated by the arc. The oil surrounding the bubble conducts the heat
away from the arc and thus also contributes to deionisation of the arc.
Main disadvantage of the Oil Circuit Breaker is the flammability of the
oil and the maintenance necessary to keep the oil in good condition.

THE OIL CIRCUIT BREAKER SPECIFICATION ::

{BASED ON ONE SAMPLE ON L.T.PANEL ON
1.NO PF SUB STATION}

SL.NO
TYPE
NORMAL CURRENT
SERVICE VOLTAGE
DESIGN
FREQUENCY
BREAKING
CAPACITY
TRIP COIL RATING

2K2132
HN2T
400A
415V
50HZ
25MVA
5A

 CALIBRATION
C.T. RATIO

100/200%
800/5

Protection circuit breakers of electrical machines {generators, motors,

transformers, capacitors}. They are used in all type of plants {civil,
industrial, and in the service selector} as well as in the equipment on-board
ships, in mines, in prefabricated substations, and for primary and secondary
distribution in general.

THE AIR CIRCUIT BREAKER SPECIFICATION::

{SPECIFICATION BASED ON ONE SAMPLE ON
L.T.PANEL}

MAKER
FRAME
SL.NO.
IEC-947-2
UTILIZATION CATEGORY

PULSER
LH800 DM 1T3P
Y606183
IS:13947{PART-2}
8

RATED CHARACTERISTICS

IN
ITH@40 DEGREE C
ICS & ICU
ICW
POWER FACTOR
Ui=1000VUe=415V
U/V

400A
800A
50Ka
50Ka,1sec
0.25
FREQUENCY: 50/60HZ
40
AC

DIAGRAM {AIR CIRCUIT BREAKERS}

o THE SCHEMATIC DIAGRAM OF AIR CIRCUIT

BREAKER
DISTRIBUTION SYSTEM

o A DISTRIBUTION SYSTEM FROM 11KV

SUBSTATION

o SCHEMATIC DIAGRAM OF 6KV DISTRIBUTION

ARRANGEMENT IN SEALDAH

SF6 CIRCUIT BREAKER

3. THE RAJDHANI
EXPRESS

TRAINING PERIOD: 01/07/2014 TO

04/07/2014

 INTRODUCTION
Rajdhani Express is a passenger train service, offered by
the Indian Railways, operating between New Delhi and other
important destinations, especially state capitals.
Rajdhani Express was introduced in 1969, for providing fast
connections (up to 140 km/h or 87 mph, speed variation
depending upon the particular track section) from New
Delhi to the capital cities of various states in India. The first
Rajdhani Express left New Delhi station for Howrah station
to cover a distance of 1,445 km in 17 hours 20 mins.
This superfast train service get highest priority on the
Indian railway network. They are fully air-conditioned.
Passengers are served complimentary meals during the
journey. Depending on the duration and timings of the
journey, these could include Morning Tea, breakfast, lunch,
high tea, and dinner.
Presently the technology used in these trains has been
obtained from Germany, with each individual coach built
and exported by LINKE-HOFMAN & BUSCH(known as the
LHB coaches).The newest coaches are said to be
manufactured by a German company ALHSTORM.
This superfast train service runs on electric locomotives
drawing power from overhead 25 kV lines with the help of
Pantographs. However power required for lighting,
heating, air conditioning purposes is generated using
Diesel Generator sets(known as D.G sets), implementing
EOG(End on Generation) with two power cars at the two
ends of the train.
All Rajdhani Express trains offer three classes of
accommodation: AC First Class with 2- or 4-berth lockable
bedrooms, AC 2-tier with open berths (bays of 4 berths + 2

berths on the other side of the corridor) with curtains for

privacy, and AC 3-tier (bays of 6 berths + 2 berths on the
side) with curtains for privacy(according to recent directive
the curtains in all 3 tier accommodations have been
removed).

POWER SCHEME IN RAJDHANI EXPRESS

The components used in the power supply system consists
of the following components :
Diesel Generator(DG ) set(2 in each power car )
comprising diesel generator and an alternator
coupled together.
Reactor
Inter Vehicular coupling(known as Z-S coupler)
between coaches.
Transformers
Disconnecting and Earthing Device
Battery Box
Fuses
Air conditioning system
Water Heater
Lights, fans, pantry,etc.

D.G SET :
Each Power car has two diesel engines coupled with
alternators for power generation. Each alternator
produce 750 V ac supply ,with a capacity to provide
approx. 385 ampere current .Each coach requires about
40 ampere current .Generally the efficiency is around
80% so about 300 amperes can be used .
Diesel Engine : The Diesel engines are
manufactured by Cotton-Greaves .The engine
provides the mechanical energy required to rotate

the alternator shaft for electrical power generation.

Each engine produces 496 BHP of mechanical
energy.
Alternator :The alternator is coupled with the diesel
engine .Each power car has two alternators. The
alternator specifications are as follows:-

Alternator Specifications:-

MAKER

KIRLOSKER ELECTRIC
CO. LTD

FRAME
KVA

4AB355/7
500 KVA
A.C
1500
750V
385A
280V
1.5A
50 Hz
3
0.8
Y
55 DEEGREE C

EXTR.
R.P.M
VOLTS
AMPS
EXTN.
EXTN.
FREQUENCY
PHASE
P.F
CONNECTION
COOLING
TEMPERATURE

The voltage required for usage for the appliances

in the coaches is 415 V. But the alternator
generates more voltage because there are

transmission losses from the power car to the

coaches.

D.G SET INSIDE POWER CAR

INDUCTIVE REACTOR:

The power generated in an ideal alternator is

totally sinusoidal without any unwanted surges and
other harmonics .Only the primary harmonics present in
the signal. Among them the odd order harmonics
specially the 3rd order harmonics can damage the
electrical equipment severely .The reactor is used to
remove these unwanted signals and provide pure
sinusoidal signal.
REACTOR

SPECIFICATION

MAKER

KERALA ELECTRICAL AND ALLIED

ENGG. CO. LTD.

125V
50A
150 Hz
1
CLASS H
AC3
AN
115 DEEGREE C
60KG
110 KG

VOLTS
AMPS
FREQUENCY
PHASE
INSULATION CLASS
INSULATION LEVEL
TYPE OF COOLING
MAX TEMP. RISE
CORE AND WINDING
TOTAL WEIGHT

INTER-VEHICULAR COUPLING :
The power generated at the power car alternator is
supplied to the coaches via inter vehicular coupling or ZS
coupling.
The fixed transmission lines are not used in the supply
system. Because if any of the coaches is needed to be
removed for maintenance or some other purpose then the
transmission line is to be cut, which is not a good operation.
At the time of coach removal, coupling is opened and the
coach is disconnected from the supply. At the time of

maintenance the coupling is connected to the dummy

connector at the coaches.

I-V COUPLING
DISCONNECTING AND EARTHING DEVICE :
While maintenance all the live supplies are to be
removed and switched off. While starting the maintenance the
device disconnects all supplies and after the job completion the
device connects the coach to the supply.

 BATTERY BOX:
Under each coach there is a battery box. This is
used for back up supply to the coaches. Each box supplies 110V
DC. Each box contains 9 batteries and each battery supplies 12.2
V DC. The batteries are charged by regulated battery chargers
(RBC) in side of each coach. If somehow this unit fails to charge
the battery the Emergency Battery Charger (EBC) charges the
battery.
Operation of RBC and EBC:
Regulated battery charger can sense the battery condition
whether it is to be charged in the float mode (fully charged)
or in boost mode (discharged below a certain level). Thereby
it chooses the charging voltage. RBC consists of a rectifier
and a step down chopper circuit. Rectifier unit converts
415V, 3 phase 50 Hz AC to 130V DC and step down chopper
i.e. the DC to DC converter converts 110V to 24V.
In float mode the battery set of LHB EOG coach gets charged
with a voltage of 121.5V i.e. 13.5V per mono block and in
boost mode it gets charged with 128.5V 129V.
When RBC fails to operate Emergency Battery Charger starts
to operate giving a constant supply of 115V 118V to the
batteries.
When EBC also fails we can observe the backup time for
other components from MVR (Minimum voltage relay) card.
When both the battery chargers fail to operate then the
contact no. 8 gets opened instantly, resulting in turning off
the PA system and the Music system.
After next 30 minutes of the failure the contact no. 9 gets
opened resulting in turning off the water pump system.
After next 8 minutes of turning of the water pump system
the contact no. 10 gets opened resulting turning off the
lighting circuit.

Battery box under the coach

TRANSFORMER:
The power generated in the alternator is
750V. This is much higher than the required value. The
Transformers are used to step down the voltage level to 415V AC.
The transformers are located under the coaches. Under each
coach there is one transformer to supply power (excluding pantry
cars which have two transformers for each coach).

Transmormer Specifications:

MAKER
INPUT
OUTPUT
CAPACITY
FREQUENCY
IMPEDANCE
LINE AMP.
OUTPUT
WEIGHT
VECTOR
CONNECTION
VECTOR TYPE

Vimal Transformer
Corporation
750V AC
415 V AC
60 KVA
50Hz
<4%
46.2A
83.2A
<440KG
Y.Y.O
Primary :Star
:Delta

Secondary

WATER PUMPS:
The 750V AC coming from the alternators is
stepped down to 3 phase 415V AC by the 60 KVA transformer.
This 415V AC drives two centrifugal pumps located in a stainless
steel casing at the under frame supply the water to the tanks.

One of the 415 V pumps is always kept running, while the other is
kept on standby for 4 hours maximum. After 4 hours a
microcontroller switches the operation to the other pump. These
supply water in the coaches.

THE COACH CONFIGURATION OF SEALDAH

NEW-DELHI
RAJDHANI EXPRESS
Almost every Rajdhani Express offers three classes of
accommodation:
First class AC with 2 or 4 berth lockable bedrooms
AC 2 tier with open berth with curtains for privacy
AC 3 tier with curtains for privacy
The Rajdhani Express contains 20 coaches in total. The coaches
are as below::

First class AC: 1 coach

AC 2 tier: 3 coaches
AC 3 tier: 10 coaches
Pantry car: 2 coaches
Power car: 2 coaches

:H1
: A1-A3
:B1-B12
:PC
:EOG

The coach configuration is as follows:

Rake/Coach Composition
LOCO-EOG-H1-PC-A3-A2-A1-B12-B11-B10-B9-B8-B7-B6-B5-B4-B3B2-B1-PC-EOG

LINKE-HOFMANN-BUSCH
COACHES

Linke Hofmann Busch (LHB) coaches are

the passenger compartments of Indian Railways that have been
developed by Linke-Hofmann-Busch of Germany (renamed Alstom
LHB GmbH in 1998 after the takeover by Alstom) and produced by
Rail Coach Factory in Kapurthala, India.
The coaches are
designed for an operating speed up to 160 km/h and could go up
to 200 km/h. However, they have been tested up to 180 km/h.
Their length of 23.54m and a width of 3.24m means a higher
passenger capacity, compared to conventional rakes. The tare
weight of the AC chair car was weighed as 39.5 Tons.
They are considered to be "anti-telescopic",
which means they do not get turned over or flip in case of a
collision (chiefly head-on). These coaches are made of stainless
steel and the interiors are made of aluminium which make them
lighter as compared to conventional rakes. Each coach also has
an "advanced pneumatic disc brake system" for efficient braking
at higher speeds, "modular interiors" that integrate lighting into
ceiling and luggage racks with wider windows. The improved
suspension system of LHB coaches ensures more riding comfort
for the passengers compared to conventional rakes. The air
conditioning system of the LHB coaches is of higher capacity
compared to the older rakes and is controlled by a microprocessor
which is said to give passengers better comfort than the older
coaches during summer and winter seasons. They are relatively
quieter as each coach can produce a maximum noise level of 60

decibels while conventional coaches can produce 100 decibels.

Each LHB coach costs between Rs 15 million to 20 million,
whereas the power car which houses a generator costs about
30 million.

LHB coaches of the Rajdhani Express

Heres a list of the Circuit diagrams to be included in these pages

that were xeroxed by us:1.layout inside and underframe
2.layout roof
3.inside viw of lhb coach panel s-1
4.single line diagram of power circuit of lhb coaches
5.wiring diagram of microproccesor wiring diagram of ebc and rbc
6. wiring diagram of lighting circuit power and control

AC 2 TIER & AC 3 TIER COACHES:

The train has 3 AC 2 tier and 10 AC 3 tier coaches.
Each coach gets its own power supply from the transformer
below them.
The 3 tier (6+2 berth) and the 2 tier (4+2 berth) coaches
have their own controlling and safety units at the ends of the
coaches.
Each coach is provided with music system and
announcement system which is controlled from the panels at
the end.
Each coach has its own storage selection for food and water.
For this purpose 2 deep freezers, 2 bottle coolers and 2 hot

cases are provided. This unit is operated by the compressors

and the blower motors of its own mounted below this unit.
FIRST CLASS AC COACH:
The train has only one first class AC coach.
This may contain 2 berths or 3 berths system.
The
coach
has
controllable
music
system.
The
announcement and the music volume can be regulated in
the first class compartment.
The first class coach does not have any bottle cooler or
freezer.

THE PANTRY CAR:

The pantry car is the coach to supply food to the
passengers and the staff members.There are two pantry cars at
the two ends of the train after the power cars.

The different components of the pantry car are as follows:

EQUIPMENT
DESCRIPTION
Deep Freezer,
230ltr
Bottle cooler
90ltr
Hot case 140
meals
Insect killers
Oven toaster
Grill

LOAD
(WATT)

QUANTITY

400

TOTAL
LOAD(WATT
)
400

200

200

1600

1600

20
1200

2
1

40
1200

Water boiler1
Water boiler2
Water boiler1
Electric burner
1
Electric burner
2
Electric burner
3
Electric burner
4
Refrigerator,
310 ltr
Electric
chimney 1
Electric
chimney 2
Electric
chimney 3
Total load (watt)

2000/3000
2000/3000
2000/3000
2000

1
1
1
2

2000/3000
2000/3000
2000/3000
4000

2000

2000

2000

2000

2000

2000

300

300

300

300

300

300

300

300

with 2000 Watt water boiler

28540

Total load (watt) with 3000 Watt water 31540

boiler
Due to all these high rating equipments are housed in the
pantry car, it requires more electric supply than other
coaches.
Due to the operation of the heater, water boiler and other
high loading elements there are much more risk for fire
hazards. To deal with this problem the Smoke Detector is
kept mounted in the ceiling of the car connected with alarm
system. The smoke detector has a simple thermostat switch
that automatically switches on the alarm under critical
conditions.

An inside view of the pantry car

AIR CONDITIONING SYSTEM

Principle of Operation of the AC System
The air-conditioning process maintains a constant climatic
condition by controlling temperature, humidity, cleanliness, noise
and air motion. The air-conditioning system includes both
refrigeration and heating.
The refrigerating system depends for its action of the following
principles.
(i)
Latent principle
Any substance in passing from the liquid to gaseous state
absorbs at constant temperature s specific quantum of heat
known as the latent heat of evaporation and gives up latent
heat on passing from gaseous to liquid state.
Application: Evaporator and Condenser
(ii) Expansion principle
When a gas expands without external heat exchange it
temperature falls and when it is compressed without external
heat exchange its temperature decreases.
The air-conditioning system adopted in air-conditioned coaches
work on mechanical compression system and consists of the
following:
Evaporator unit consisting of cooling coil(heat exchanger),
heater and motor-driven blower unit.
Thermostatic expansion valve.
Motor-driven compressor.
Air cooled condenser (with cooling fan driven by motor)
Liquid receiver and dehydrator.
Refrigerant piping for conveying the refrigerant(R-134A).

The Refrigeration Cycle

A typical refrigeration cycle in an air-conditioned coach can be
represented also in a pressure enthalpy diagram as in figure.
The refrigerant gas at low pressure (represented by point C) is
compressed to point D. The compression process elevates the
pressure from 37 psi(maximum 46 psi) to 150 psi(maximum
180 psi). The compression of the gas also heats up the gas to a
superheat condition. The gas at the compressor outlet is
superheat and latent heat are removed at constant pressure ,
the refrigerant reaching the point A at the end of this part of
the cycle. The line A-B represents the expansion that takes
place in the expansion valve while the line B-C represents the
refrigeration effect that is obtained in evaporator.
Apart from cooling, the air conditioning equipment is also
required to provide heating when the outside temperature
varies from 400 C to 200 C .The cooling and heating will nave be

necessarily automatic by means of thermostatic controls

incorporated in the unit. RDSO specification also lays down that
the equipment shall admit fresh air at the rate of 0.35 metro
cube per minute per passenger in the non-smoking area and
0.7 meter cube per minute per passenger in the case of
compartments where smoking is permitted.

Description of various components of Air-conditioning System.

Evaporator unit
The evaporator unit consists of a thermostatic expansion valve,
a heat exchanger, a resistance- heating unit and a centrifugal
blower driven by a motor. The function of the thermostatic
expansion valve is to allow the compressed refrigerant liquid to
expand to a lower pressure corresponding to the load demand.
The expanded refrigerant passes through a heat exchanger;
the heat in the air is transferred to the refrigerant causing the
cooling of the air and the evaporation of the refrigerant inside
the tubes. The cooled air is led through the ducting to the
various compartments and diffused by means of air diffusers.
Fresh air is drawn through filters to eliminate dust and is mixed
with the return air in the plenum on the inlet side of the
evaporator. Similarly, the return air filters so that the dust
contained air in the return air is extracted. When the outside
ambient is very low and when the refrigeration is not required,
the heater is switched on according to the setting of
thermostat.
Expansion valve

The primary function of the expansion

value is to control the quantity of
liquid refrigerant admitted into the
cooling coils of the evaporator.. The
expansion
valve
admits
more
refrigerant when the air conditioning
load is high, and reduces it to the
minimum when the load is low.If the
airconditioning load varies greatly the
superheat may be set between 101 O F
to 150O F.

Compressor
The refrigerants vapour drawn from the evaporator is
compressed by means of a multi cylinder reciprocating
compressor. The work done due to compression raises the
temperature of the refrigerant vapour.
Condenser
The condenser serves the function of extracting the heat
absorbed by the refrigerant vapour in the evaporator and the
heat absorbed during the compression process. The condenser
consists of a heat exchanger, which is force-cooled by means of
two or three axial flow blower fans. The refrigerant vapour is
cooled at constant pressure by means of the air blown over the
finned tubes and liquefied. The refrigerant liquid leaving the
condenser is led into the liquid receiver from where it proceeds
to the expansion valve on the
evaporator. The liquid receiver is a
cylindrical container which contains
a reserve of the refrigerant liquid. A
dehydrator and filter are also
provided
to
ensure
that
the
refrigerant is free from moisture and
dust particles.

 High Pressure Cot-out

The high pressure cut-out is essentially a safety device against
build up of excessive delivery pressure and protects the
compressor and piping system from damage. I t is a pressure
operative switch which switches off the compressor drive motor
when the pressure exceeds a preset valve.
Low Pressure cut-out
This is also a pressure operated switch similar to the high
pressure cut-out switch, but is shuts down the compressor if the
suction pressure drops down below 10 psi gauge. It protects the
system against unduly low evaporator temperatures and
formation of frost on the evaporator.
Dehydrator and Filter
Water vapor or moisture will cause trouble in any refrigeration
system. The moisture may freeze and block the expansion
valve orifice, and. also cause corrosion in working parts. This is
best achieved by subjecting the system of vacuum for 2 or 3
days. The dehydrator is another drying device containing
silicalgel or other similar drying agent inserted in the
refrigerant load for removing moisture from the refrigerant
while in operation. It should be provided atleast temperature
when the installation is brought into operation to remove any
moisture in the piping system.
Refrigeration piping
The refrigerant piping consist of the suction line(from the
evaporator outlet to the compressor inlet) and the discharge
line(from the compressor outlet to the condenser inlet), and
liquid line(from the liquid receiver to the inlet side of the
expansion valve). Connections to the gauge panel from the

compressor delivery side(high pressure side), low pressure side

and from the
compressor crankcase, the lubricating oil
connections, are also part of the piping system, only copper
pipes are used for refrigerant piping.
AC Control Panel:The control of the airconditiong system is achieved by means of
Airconditioning Control Panel.
A.C. Control
functions

Panel

Components

and

their

Evaporator Fan Motor Contactor- Controls the supply of the

evaporator motor.
Evaporator Fan Motor Proving Relay- The prevents
energisation of the compressor motor and condenser motor
or Heater till trio evaporator motor (16) comes ON and
blows air into the duct through the evaporator coil. This
relay works in conjunction with a Vone Switch provided in
trio air circuit. If the evaporator blower motor supply fails or
the motor does not run, the compressor motor and the
condenser motors/Heater will get switched OFF by this
relay.
Low Voltage Relay- This will trip to stop the compressor
motor
and
condenser motors/heater, and prevent them from starting by
cutting off the supply to their control circuit if the voltage of
the battery is below 100 and reset when battery voltage
rises to 102 V. The relay is provides with a build-in time delay
f 5 seconds, to avoid nuisance tripping.
Cooling Pilot Relay Acts as an electrical link between the
cooling thermostats and the control circuit of the compressor
and condenser. This is energized by electronic triggering set
off by heat thermostat.

Heating Pilot Relay- Acts as an electrical link between the

heating thermostats and the control circuit of heater. This is
energized by electronic triggering set off by thermostats.
Main Control Switch- This is the control switch for starting or
shutting down the plant. This has got provision to select
blower only, LOW,MEDIUM and HIGH temperature setting.
Single thermostat ,i.e Electronic thermostat is used for
heating & cooling purpose.
Oil pressure Cut-out Switch- This protect the compressor
against lubrication failure either due to lesser oil oil pump
failure or blocking of oil piping, and acts in conjuction with
thermal cut-out to shut down the compressor only if the low
oil pressure persists.
Low pressure cut out- A pressure switch to protect against
working of compressor with low suction pressure due to loss
of Freon gas or other reasons. This switch has been
connected by means of copper piping to the suction header
of the compressor.
High pressure cut-out- A pressure switch to shut down the
compressor when compressor discharge pressure is too high.
The switch has been connected to the compressor discharge
header by means of copper piping.
Pilot lights- These lights indicate respectively normalcy oh
the mains , blower fan motor, compressor motor, heater and
normal voltage. Indications are now by LEDs.
Desirable properties of the refrigerant: It should be non-irritating, non-poisonous, noninflammable and have no faning effect on food stuffs if
it escapes.

 It should not have any corrosive action on any working

part of the compressor , condenser and evaporator.
It should not have any disagreeable order.
Leak detection should be easy and simple.
Latent heat of vaporization should be large to minimize
the quantity of refrigerant used.
The volume of vapor for given weight should be low to
reduce the size of the compressor.
R-134a(Tetra fluro ethane) is used as refrigerant as it is
environment friendly replacing R-134a . It has excellent
refrigerating properties and is the first choice for most
air conditioning plant. It is safe, non-toxic, noninflammable.
Comparison of roof mounted A.C system with conventional
under frame Hung
1.Weight
2.Installation Time
3. Refrigerant
4. charge
5. system design
6.Roof leak
potential
7. Power Supply
8.Damage due to
Cattle run
9. Damage due to
flash floods
10. Performance

11.Technology
12.Water drop on
13.Fresh air
14.Cpacity control

900 Kg
4 Hrs
R-22 Monochlorodia
fluoro methane
Less than 3.0 kg
Hermetically sealed
Nil

2700Kg
4 days
R-134a Tetra flouro
ethane
15-20 kg
Open
Enormous

A.C
Nil

Nil
Heavy

Nil

Heavy

Excellent

Deteriorates quickly
due to dust
collection under
coach
Old and obsolete
Passengers at end
Takes from toilet
50-100%

Latest
Nil
From roof
25%-100%

15.Down time for

repairs

4 hrs

Very long repair

require