1. What is the principle of a brush less alternator? Explain with figure?

1. Stator

2. North pole

3. South Pole

4&5 Field coil

6. Armature Winding

7. Rotor

• The brushless alternator consists of 3 phase AC winding and DC field winding on the
stator.
• AC winding are distributed in smaller slots. The field windings are concentrated in two
slots.
• The rotor consists of stacked stamping with 8 sets of teeth and slot arrangements for 4.5
KW alternators. Rotor is made up of silicon steel lamination and resembles a cogged
wheel.
• The core of the stator, will retain a small residual magnetism if the coil excited by a battery
once. The flux produced by the field coil finds it’s path through the rotor. When the rotor is
rotated, the teeth and slots alternately under the field form a variable reluctance path for
the flux produced by the coil. The flux, which varies periodically, links with AC coils and
induces as alternating current in the AC coil.
• The field is controlled through regulator to get the desired output D.C Voltage. The
magnitude of voltage depends upon speed of rotor and level of excitation.

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2. What are the functions of a rectifier cum regulator? Draw 110 V
MA types regulator and explain?

• The circuit diagram of a MA type regulator rectifier unit is shown below.

The regulator-rectifier unit has the following functions

• Rectifying 3 phase AC output of alternator to DC using full wave rectifier bridge

• Regulating the voltage generated by alternator at set value. 124V 4.5, 127V 25KW
• Regulating the output current at set value. 37.5A, 4.5 kw, 135A 25KW.
• Over voltage protection.

To achieve the above functions the RRU uses the following components.

1. Power rectifier 2. Magnetic Amplifier ( MA) 3. Excitation transformer (ET) 4. Voltage detector( DT)
5. OVPR

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POWER RECTIFIER
• It consists of six silicon diodes connection in 3 phase full wave bridges to convert
3phase AC to DC.
• Each diode is protected against transient surge voltage by capacitor C1.
• The whole bridge is protected against high frequency surges by capacitor C3 and the
DC output is filtered by capacitor C2.

EXCITATION TRANSFORMER (ET):

• This is a single winding transformer with tapings for input and output. The transformer
step down the voltage for the field coils.

VOLTAGE DETECTOR (DT):

• The voltage detector serves the function of providing necessary error signal for voltage
regulation. It consists of a network of Zener diode, potential divider and Resistor.
• When the output voltage of the alternator exceeds the set value, the voltage drop
across R1 reaches sufficient value to cause the Zener break down and this will send a
current through the control winding 10-11 of magnetic amplifier which causes an
increase in the impedance of load winding, there by decreasing the field current
maintaining the output voltage of alternator at set value. The voltage drop across R1
can be varied by varying the resistance Rh.

MAGNETIC AMPLIFIER (MA):

• The magnetic amplifier works on the principle of saturation of magnetic core. It has
six sets of windings.
• The load winding is connected in the field circuit, and the field current passes
through these winding subjects to the command from the voltage and current
sensing circuits maintained through control winding 10-11 and 26-27 respectively,
load windings offers a variable impedance to the field circuit there by regulating
the voltage and the current at set value.

FIELD RECTIFIER UNIT (D2-D3):

• Silicon diode D2 and D3 act as a full wave rectifier for the fields supply.

FREE WHEELING DIODE (D4):

• In case there is a voltage surge due to field current which will have a polarity
opposite to that of excitation the free Wheeling diode will conduct avoiding
creepage of surge voltage to important components like magnetic amplifier.

RECTIFIER BRIDGE (RT):

• It consists of three silicon diodes for three phase full wave rectification with the
negative terminal taken from the power rectifier bridge TR1. It rectifies the AC

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 output of the alternator and supplies DC voltage to the voltage detector for
voltage sensing.

CURRENT REGULATION:
• Current regulation circuit consists of variable shunt (SHR) connected in series
with the load circuit and a diode D1. When the load current exceeds the set value
the drop across the shunt will be sufficient to drive the diode D1 into conduction
and pass a current through the control winding 26-27 of magnetic amplifier. The
effect of thus control current is to retain the current at the limited value reducing
the output voltage on further loading the current limiting circuit prevent the
alternator from over loading.

Working of the RRU

• The 3 phase AC from the alternator is rectified by the bridge rectifier and fed to
battery and load.
• When the coach is stationary, the out put of the alternator and ET is zero.
• When the coach starts moving, due to residual magnetism the alternator starts
generating.
• The out put of the ET increases and it gives a positive feed back to the field.
• The out put voltage of the alternator goes on increasing based on the increase in
speed of the alternator. The out put of the alternator increases up to the voltage
setting of the voltage detector. If the out put voltage increases more than the set
voltage , the zener in the DT conducts and send an error signal to 10 and 11 of
MA.
• MA reduces the field excitation and controls the out put voltage.
• The current control is done by the Shunt. As explained above, when the load
current exceeds 37.5 A an error signal is fed to 26 and 27 of the MA which
reduces the field excitation thus decreases the out put voltage and current.

4 ETC/EW/PER
3. Explain ERRU . What are the advantages of ERRU over RRU.

• The RRU with MA has inherent problems of poor regulation, poor response high
voltage and current ripple on battery charging current, no limit on battery
charging current. These problems are solved in the Electronic Rectifier Regulator
Unit.
• The Electronic Rectifier regulator unit (ERRU) employs IGBT with driver circuit
for the control of field excitation. It employs Micro controller for the control of
output DC voltage , Out put current , Battery charging current and field current.
• The block diagram of the ERRU is shown below.

F+
F1
AC
+ IGBT FREE
& OVER WHEELING
1-PHASE VOLTAGE
&
SNUBBER PROTECTION
BRIDGE SMOOTHING
MODULE
- CIRCUIT
F-

OUT PUT
FROM
REGULATOR

CONTROL MICRO CONTROLLER BASED

TRANSFORMER
PRINTED CIRCUIT BOARD

UVC
DIODE BLOCK 300A,12OOV CS-2 BC +

+ DC + OUT PUT
CS-1 TERMINALS

F+ F- - DC -

U V W

U
F2
V
ALTERNATOR F3
W
BLOCK DIAGRAM OF
ELECTRONIC REGULATOR
• The main components used in the ERRU is 1. Universal voltage controller
(UVC) 2. Iso pack power diode assembly. 3. Hall effect sensor. 4. IGBT
5. Static over voltage protection unit.
Universal Voltage Controller(UVC)
• The Universal Voltage controller ( UVC) is a micro controller based Electronic
control unit employing IGBT switching for control of field current. The UVC
consists of following modules. 1. Power module 2. Control module. 3. Display
module.
• The power module provides the power supply requirement for the entire UVC,
drive requirements for IGBT and also implement start up logic.
• The control module is the heart of the system and consists of the digital and
analog controller and associated circuitry
• Display module consists of soft touch keys , displays and associated circuitry.

ISO Pack Power diodes

• This unit consists of six diode module in a single pack. And can be directly
mounted on the heat sink without insulation. The 3 phase AC output of the

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 alternator is rectified by this diode module. A capacitor unit protected the diode
module against surges.
Hall effect sensor
• 2 Hall effect sensors are used to sense the output DC current and battery current.
The output signal of the sensors are fed to the UVC for control against over
current.
Static over voltage production unit

• The static type over voltage protection is provided in the system. When the out
put voltage exceeds the set value of 145 ± 2 volts , the relay energizes and field
circuit is open circuited. The alternator stops generation and bring down the
voltage.

The advantages of ERRU over RRU.

• The Voltage regulation is ± 2% compared to ± 5% for RRU.

• The output Voltage and current ripple is less compared to RRU.
• Hall effect sensors are used in ERRU which have got high accuracy than
shunt/CT used in RRU
• Universal voltage controller ( UVC) is interchangeable with all types of
electronic regulators from 4.5 kW to 25 kW.
• Isolated power packs directly mounted on the heat sink to have better heat
dissipation compared to ordinary diode rectifiers used in RRU.
• Microcontrollers are used in place of Magnetic amplifiers .
• Microcontrollers are having fast response which can incorporate data logger,
over current protection, over voltage protection , various annunciation for
indication of system status.
• The separate Battery charging terminal will help to charge the VRLA battery
with current limit at constant voltage. This will help to increase the life of
battery and reduced the maintenance on batteries.
• Automatic alternator paralleling operation facility available

6 ETC/EW/PER
4. What is the principle of a lead Acid Battery? Explain with chemical
equation?

• The over all reaction inside the cell during discharge and charge is given below.

PbO2 + Pb + 2H2SO4
2PbSO4 + 2H2O.

Charged condition discharged condition

Fully charged condition

• Positive active material is lead peroxide (pbo2).
• The negative plate is spongy lead ( Pb).
• Dilute sulphuric acid (H2SO4 + H2O) serves as electrolyte.
• The specific gravity is about 1.210 – 1.220.
• Voltage is 2.2 v/cell.
Discharged condition
• +ve and –ve plate will become lead sulphate (PbSO4).
• Specific gravity will be 1.180
• Voltage around 1.8 volts.
• In the discharge process sulphuric acid is consumed (H2SO4) and water (H2O) is
formed. Consequently the specific gravity of electrolyte falls.
During charging

The lead sulphate on the positive plate is re-converted in to lead peroxide and the lead
sulphate in the negative plate into spongy lead. Sulphuric acid is formed and the water
consumed. The specific gravity of electrolyte rises.

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5. Write down the initial charging procedure of a lead acid cell?
The lead acid cells are supplied by manufactures in dry and uncharged condition. Therefore
the consumer has to provide initial charge to the cell.

Following are the initial charging procedure for lead acid battery

• Arrange the same make of cells on the bench.

• Provide Inter cell connections.
• Apply petroleum jelly in the ICC
• Fill the cells with electrolyte of s.p.g as per manufactures recommendation( 1.190-1.200)
• Allow the cell to rest for 12 Hrs- 24Hrs.
• If the level of electrolyte falls slightly, restore level by adding acid of same specific gravity.
• Connect the +ve and -ve of the source to the +ve and -ve terminal of the battery.
• Charge the cells at 6A rate for 75-100 hrs.
• During the charging do not allow the temperature of electrolyte to exceed 500C, if it
cross 500C stop charging immediately.
• At the finishing stage, Do temperature correction at the rate of .007 points for every
100C rise of temperature above 270C
• Do gravity correction.
• After fully charging , Give rest for 12Hrs to 24Hrs.
• Discharge the cells at 10Hrs rate till the voltage of any one cell falls to 1.8V.
• Charge the cells at normal rate (12A) until a specific gravity and voltage raises and
remain constant for 3 consecutive readings.
• The cells are now ready for service.

8 ETC/EW/PER
6. Write down the POH charging procedure of lead Acid Cell?

1. Arrange the cells on the charging bench (9+9 = 18 crates)

2. Replace missing & broken floats.
3. Remove all vent plugs, give series connection to cells using intercell connectors
duly applying petroleum jelly and taking care to give the correct polarity.
4. Connect the positive and negative terminal of the cells to the positive and
negative terminals of the charging panel respectively.
5. Do arrival discharge for 10 mts.
6. Top up the cell with demineralised water for minimum level as indicated by the
float.
7. Open Log sheet with the coach number, make, Key date and open circuit voltage
& specific gravity.
8. Charge with normal rate at 12 Amphere
9. Record the specific gravity, voltage of individual cells every 3 hours.
10. Charge until 3 hours constancy recording
11. Short discharge with normal rate (12A) for 5 hours
12. Record the specific gravity and voltage of individual cells every hour.
13. Charge with normal rate(12A) for9 hours and then for 3 hours constancy
recording specific gravity and voltage of individual cells every 3 hours.
14. Use demineralised water in case of high specific gravity cells,
15. Give capacity discharge at normal rate till 1.8 V of individual cells, recording
hourly reading of specific gravity and voltage of individual cells.
16. Note the number of hourly readings taken till it reaches 1.8V as the capacity of
cells. For example: 9 reading = 90% capacity.
17. Charge at normal rate for 13 hours and 3 hours constancy recording.
18. Add electrolyte /water for specific gravity correction and correct float level.
19. Now the cells are ready for issue.

9 ETC/EW/PER
 7. What are the various defects in a lead acid cell? Explain the
remedial action?
The various defects in lead acid cells are

1. Sulphation.
2. Buckled and cracked plates.
3. Reversal of cells.
4. Shedding of active materials.
5. Sedimentation.
SULPHATION:

Reasons for Sulphation are

• The discharge beyond 1.8V per cell causes while insoluble sulphate to be formed. These
sulphate is a non conductor and rises the internal resistance of a cell.
• Impurities in acid, plates or electrolyte will cause hard Sulphation.
• If the top of the plates is not covered by electrolyte, due to low level, these portions will be
sulphated.

Problem due to Sulphation:

• The specific gravity of electrolyte gradually falls

• Loss of capacity of cell.
• Over heating of electrolyte:

Treatment for soft Sulphation.

• Soft Sulphation can be removed by charging the cells at a slow rate approximately 1/3 of
the normal rate.
• The charge should be continued, till cells gassing freely.
• Repeat charge and discharge two the three times till specific gravity of cell is reached upto
1.220.

Hard Sulphation:
• At first substance inside the container is removed, and after clearing the container, fill with
pure distilled water.
• Charge now at normal rate and test specific gravity at intervals and if it is above 1.150 stop
charge and empty out the electrolyte from the container.
• After sulphate is removed, empty the container and should be refilled with electrolyte of
specific gravity 1.200. Now initial charging is given to the cells to put in service.

10 ETC/EW/PER
BUCKLED AND CRACKED PLATES:
Reasons
• Over charging and over discharging
• Production of sulphate crystals causes over heating of plates.
• The formation of Sulphation results increase in volume of active material which tends to
extends pressure on the grids causing bucking
Treatment for buckled plates:
• Re-plated method can be used to change the badly affected plates.
REVERSAL OF CELLS:
Reasons
• Grouping of different makes and lug dates in a same group.
• The weak cell in the group during discharge will charge in reverse polarity.
In this action the positive plate is partially converted in to spongy lead and negative plate
is converted with lead peroxide.
Treatment:
• The cells should be charged at a low rate continuously for a long time till the polarity of the
cell to be corrected.

SHEDDING OF ACTIVE MATERIAL:

• Shedding of active material takes place at +ve plates more than that of –ve plates.
• Excessive gassing and Sulphation are the chief causes of shedding which deteriorates the
plates.
TREATMENT:
• If the plates are sulphated, charging current should be very much below normal rate to
prevent expansion.

SEDIMENTATION CAUSE:
Reasons
• When raw water is poured the impurities inside the cell will sediment on the bottom of the
container.
• Due to loose vent plug, foreign particles will go inside the container.

Treatment:
• Electrolyte of the container should be removed and after clearing the container fresh
electrolyte should be pored in to the container and initial charge should be given to the cell.

11 ETC/EW/PER
8. Write down the chemical equation of VRLA battery? Compare
VRLA battery with flooded cells?

1. The Chemical reaction in all lead acid batteries including V.R.L.A battery is basically
identical.

PbO2 + Pb + 2H2SO4
2PbSO4 + 2H2O.

Charged condition discharged condition

2. When flooded cell is over charged, the charging energy is consumed for electrolyte to
decompose water in to Hydrogen and Oxygen. The +ve plate liberate oxygen gas and the
negative plates generates hydrogen gas. This causes loss of water.
3. Under typical charging conditions, oxygen at the positive plate liberate before hydrogen
evolution at the negative. This feature is utilized in the design of V.R.L.A batteries.
4. In V.R.L.A. batteries the oxygen gas evolved in the positive plate instead of bubbling
upwards is transported in the gas phase through the separator medium to the negative
plates.
5. The separator is a highly adsorbent glass mat ( AGM) type with very high porosity through
which the oxygen gas finds an uninterrupted path to the negative plate.
6. The oxygen gas gets reduced by reaction with the spongy lead at the negative plate
turning a part of it in to partially discharged condition there by effectively suppressing the
hydrogen gas evolution at the negative plate. This is what is known as the oxygen re
combination principle.
7. Reaction at negative plate
Pb + ½ 02  PbO
Pbo + H2 SO4  Pbso4 + H2O to reaction

12 ETC/EW/PER
9. Write down various anti theft measures adopted in coaches?

1. ‘V’ belts are used in place of flat belts.

2. The safety chains in the alternator will help to avoid theft of alternators.
3. Wiring of under frame cables are taken through conduit pipes.
4. The special type of key is required to open the regulators box.
5. Provision of antitheft rod in battery box.
6. Screw type holder for lamps are provided in place of BC lamp and holder.
7. Railway logo is used in bulbs.
8. Special key for opening light fitting cover is provided
9. Special key for rotary type switches.
10. Special type of tool is required to remove the fans.
11. The inspection cover of the fan shall be provided with locking arrangements.
12. Fix split pin by passing through the hub of the blade and armature shall to prevent easy
removal of armature
13. Use aluminum field coils instead of copper field coils for fans..

10. What are the causes for fire in coaches?

Causes are
1) Heavy short circuit
2) Use of lower size of wires or loose connection
3) Provision of over size of fuse wires.
4) Failure of protective devices
5) Wire with improper insulation.
6) Wrong location of protective fuses and MCBs
7) Leakage of the roof of the coach caused rain water falling on T/L items in rainy
seasons.
8) Due to overlapping of +ve and –ve cables.
9) Due to earth fault
10) Improper maintenance of cells.

13 ETC/EW/PER
FIRE PREVENTION STEPS ADOPTED IN TRAIN LIGHTING COACHES:

1) Use of P V C cables for coaches wiring.

2) Crimping of all end termination with shoes.
3) The wires are passed through metallic holes using rubber bush.
4) Alternator terminal cover and regulators cover is provided with gaskets to avoid
water entry.
5) Good packing is given for batteries in the battery box to avoid acid spillage.
6) Fuses of proper ratings are used.
7) Crossing of +ve and –ve wires are eliminated by segregation of +ve and –ve wiring
on both sides of the coaches.
8) Fan, lights connections are provided with terminal strip connector.
9) Rubber pads are used for fans.
10) Insulation resistance of coaches wiring should be checked time to time on all base
depots.
11) No loose joints are allowed.
12) Leakage of the roof should be pointed out to the mechanical branch to avoid short
circuit of wiring due to entry of rain water or water feeding up pipes of the over
head tank.

14 ETC/EW/PER
11. Explain the earth in a coach? How to trouble shoot earth on coach
wiring?

• There are two types of earth fault can occur in a Coach .

• They are 1. Positive earth 2. negative earth
• The earth in a coach can be detected by two test lamps connected in series with
three leads as shown below.

Negative Positive
earth earth

Green

Blue
Red

+ve Coach -ve

body

• Red wire of test lamp should be connected to the positive main , blue to negative
and green to coach body of the fuse cum junction box..
• The test lamp may have four conditions. 1. both lamps not glowing 2.lamps glow
unequally 3. both lamps glow equally 4.one lamp burns brightly, while the other
is not glowing at all.
o If the both lamps are not glowing the reason will be 1. one of the lamp or
both the lamps might have fused. 2. No supply from the under frame.
o The reasons for lamps glowing unequally are 1. The wattage of the lamps
may be different 2. Electrolyte spillage in the battery box. 3. Partial earth
due to carbon dust in the fans.
o Both lamps glow equally means the coach is healthy.
o If one lamp burns brightly , and the other one not glowing at all the coach
will have positive or negative earth. In the test lamp it will clearly show
positive earth or negative earth.

TROUBLE SHOOTING
• For positive earth switch off L1 + , L2+ , F+ and SPM and isolate roof wiring . If
the earth fault remains the fault is in the under frame.
• Isolate one by one under frame equipment and rectify the fault.
• If the fault is in the roof , switch on one by one MCB’s and identify the earth is
in L1 + or L2+ or F+ or SPM circuit.
• If the fault is in L1+ circuit isolate one by one lights points and rectify the earth.
• If the fault is in L2 + circuit isolate one by one lights points and rectify the earth.
• If the fault is in F+ circuit isolate one by one fan points and rectify the earth.
• If the fault is in SPM circuit isolate one by one EFT points and rectify the earth.

15 ETC/EW/PER
 12. Compare 110V & 24V coach system.

S.No 24 V System 110 V Current

1 High current
2 Alternator regulation 4.5 KW 150A for BG
Coaches
3 Higher size cable is used
4 In Regulator Diodes, M.A used are higher cost
5 Battery of 320 AH capacity is used
6 M.C.B fuses and switches of higher rating is
used which result in to high cost
7 Wattage of lamp used maximum 30 watts
Less current
Alternator regulator 4.5 KW 37.5 A for BG coach.
Lower size cable is used.
In Regulator Diodes, M.A are lesser cost
Battery Capacity 120 AH is used
Lower rating of protective devices thus it is less cost.
Maximum wattage of lamp is 60 Watts.

8 Fans having lower air velocity Fans having higher air velocity.
9 F/L flitting to be provided with high cost inverter F/L provided with low cost electronic ballast.
10 Poor passenger amenities Increased passenger amenities
11 Risk of fire is more. Risk of fire is less.
12 Fault current is less. High fault current.
13 Total cost is more for electrical items Total cost is less

13. Compare ‘V’ belt system & Flat belt system.

S.No
Flat Belt “V” Belt
1. Only one flat belt is used 4 Nos of “V” blets are used spare belts also can be used
2. Slip is more Slip is less
3. Replacement of flat belt is very easy Replacement of “V” belt is difficult. For providing “V” belt
the coach has to be lifted.
4. Chances of theft is more Theft is less
5. Less cost High cost
6. Transmission of power is less Transmission of power is more
7. 140mm P C D pulley is used 185 mm P C D “V” groove pulley is used
8. Flat belt tension can be adjusted by tensioning Spring tension arrangement is used for adjusting “V” belt
wheel provided on the under frame of the tension by tensioning rod.
coach
9. Size of flat belt 4.1 mts x 100 mm x 5 mm C 122 “V” belt is used

16 ETC/EW/PER
14.Draw a TL coach-wiring diagram. (U/F & Roof)

EF
EF 4 SQ
16 SQ
35 SQ

SWITCH

LAM FAN
16A 32A HRC

35 EFT
EF SW

--------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------

BCT

U
V 32A
ALTERNAT WW RRU HRC BATTERY
F+
F-
BC

17 ETC/EW/PER
15. Describe the working of belt tensioning device for the bogie mounted
alternator in 110 V system IInd class sleeper coach.

• Belt tension is done by using tension gear assembly.

• The spring in the tension gear assembly is calibrated for load specifications and
working length is marked.
• An indicator sector is welded to spring seat and having the length to the working
length of the spring.
• Belt tension is adjusted by turning M33 nut at the alternator end.
• Correct tension of the belt is obtained when the spring is compressed to the length
equal to that of the indicator.

18 ETC/EW/PER
 16. What do you understand by Amphere Hour efficiency, watt Hour
efficiency ? why watt Hour efficiency of battery is always less than its
Amphere Hour efficiency.
Ampere Hour efficiency
• Ampere hour efficiency is the ratio between the quantity of electricity during
discharge and the quantity of electricity during charging.
• Quantity of electricity is the product of current in Amperes and time in hours.

Ampere our efficiency = Ampere – hour on discharge x 100 %

Ampere – hour on charge
Watt Hour efficiency
• Also known as Energy efficiency.
• It is the ration of Energy gives out during discharge and the energy which is
required to regain the original condition during charging.
• Watt hour efficiency = Energy during discharge x 100 %
Energy during charging
• As the voltage on discharge is always less than the voltage on charge , the
watt hour efficiency is always lass than the ampere hour efficiency.

Watt-hour efficiency = watt-hour out-put = Average voltage during discharge x Amp-hour output
Watt-hour input _________________________________________
Average voltage during charge x Amp-hour input

Since average voltage on discharge is always lower than the average voltage in
charge, watt-hour efficiency is always lower than Amp-hour efficiency. Average voltage
during discharge may be taken as approximately 1.9volt/cell.Average voltage on charge is
about 2.3 volt/cell. Hence, if Amp-hour efficiency is 90% (say), then watt-hour efficiency
will be :1.9 x0.90 = 75 % approx

19 ETC/EW/PER
17. What are the steps recommended for improving the average life of Train
Lightingcells?
Receipt and storage

• During loading / unloading and transportation, the cells shall not be toppled or
rolled but to be handled carefully.
• The dry cells shall be protected from sun and rain.
• Cells shall be stored in vertical position as far as possible. In case horizontal
stacking is unavoidable, it may be stacked up to a maximum of six cells one over
another
Initial charging

• This shall be completed within 80 hours as recommended by RDSO.

• The electrolyte shall always be stored in a covered container.

Charging in Service

Battery shall be properly charged during the run and at the terminals, since
undercharging results in-

• Irreversible sulphation (loss of capacity), reversal of cells in due course, premature

failure of batteries.
• Overcharging results in - higher temperature of electrolyte, corrosion of plates,
oxidation of the separators, loss of water by electrolysis (34 cc water loss for
100AH.over charge), reduced life.
• Alternator control shall be calibrated to ensure that the battery is not overcharged.
The present voltage setting of 124 volts is adequate to ensure this.

Scrupulous following of the Fortnightly Examination schedule for batteries is to be

ensured for improving the battery condition/life.

RECONDITIONING OF BATTERIES

1. The cells with less than 3 years of life (capacity less than 80%) or cells in
damaged condition shall be taken for reconditioning.
2. By reclamation, saving of about 20% is possible either by augmenting the
manpower and facilities in the workshops or through outside agency.
3. Reclaimed cells shall be used on passenger services only in view of their lesser
reliability.

20 ETC/EW/PER
18. What are the special precautions to be taken while replacing V belts in 110V
system coaches to ensure trouble free services?
• Use belts of same grade (length) and size. The belts should be replaced in full
compliment.

• Stack the belts in lots as per the date of receipt and principle of first in - first
out shall be adopted. The belts should be stored in a well ventilated room free
from direct sunlight and moisture.

• Ensure correct belt tension.

• Maintain a gap of about 75mm between supporting plate and fixing nut on the
free end of the tension rod. Or upto the split pin.

• Maintain proper alignment between axle pulley and alternator pulley.

• Replace pulleys with worn out grooves i.e. 0.8mm depression on sides also
when grove surface uniformly shines.

• Form grades of the belts, received from supplier after checking on belt
measurement gadget. The grading of belts fitted should be between 49 to 51
only.

• The matched set should have belts of one manufacturer only. Do not use belts
of same grade of different manufacture in a set.

• The belt tension is required to be readjusted after initial 48 hrs. of running or

first round trip which must be followed.

21 ETC/EW/PER
 19. Explain the significance of the following. A) Use of PVC grommets in coach
wiring B) Provision of 2 Circuit for Lighting in coaches. C) Provision of fuses at
every taping point for lights and fans in coach wiring.
Use of PVC grommets in coach wiring
• PVC grommets are used in the metallic holes through which the cables are passed
through.
• It will help to avoid insulation damage of the cables due to the sharp edge of the
metallic holes .
• Provision of grommets is compulsory in coach wiring to avoid earthing of cables
due to insulation damage.
• Provision of grommets is one of the fire prevention measures adopted in coaches.
Provision of 2 circuits for lighting in coaches.
• In coach wiring there are 2 circuits for lighting. They are L1+ and L2 +.
• In the L1 circuit the night light, door way light, toilet lights , gang way lights,
mirror lights and 50% bay lights are connected.
• In the L2 circuits remaining 50 % bay of lights are provided.
• The advantage of 2 circuits for lighting circuit are
a) When any earth fault/faults in one circuit , with the other
circuit the coach lighting can be managed . The theft and other
problems due to complete darkness can be minimized.
b) The trouble shooting of earth faults are easy.
c) When adjacent coach fails, using EFT, the L2 circuit of both
coaches can be switched OFF due to which the total load to the
healthy alternator will be with in the limit.
Provision of fuses at every taping point for lights and fans in coach wiring.
In the coach wiring both +ve and –Ve supply to the lights and fans are protected with a
35 SWG tinned copper fuse. The advantage of fuses at every tapping points are
a) When any defect to the individual lights and fans will not affect the total
supply. Only the individual fuse is blown OFF.
b) Since the coach wiring is an unearthed system , During the + ve or _ve earthed
condition , the touching / contacts of the fan/light wires will only fuse the
branch fuse wire rather affecting the entire system and avoid any fire accidents.
c)This will help to discriminate the fault at equipment level.

22 ETC/EW/PER
20.What are the major reasons for the reverse polarity of Train Lighting cells
during service? Indicate steps to be taken to tackle the above problem in the
primary maintenance depot.

The major reasons for the reverse polarity of Train Lighting cells during service are
• During the discharge of the battery, the weak cell in the set instead of
discharging like other cells , will either discharge partially or get charged in
the reverse direction .In this action the positive plate is partially converted in
to spongy lead and negative plate is converted with lead peroxide.
• The total terminal voltage during discharge will be dropped due to these
reversed cells. And the capacity of the full set reduces. .
• Such cell will show a reverse voltage which can be detected from the voltage
available at the battery terminals during discharge. In the base depots the
reversed cells should be identified and weed out for special attention.
• The weeded cells should be charged at a low rate continuously for a long time
till the polarity of the cell to be corrected.

21. Describe briefly the procedure to be follow for deciding upon the Amphere
Hour rating required for Train Lighting batteries in terms of guide line issued
by the RDSO.

• The battery capacity to be provided in the coach should be such that it should
meet the entire coach load for 3 hrs and lighting load for 5 hrs.
• For working out the capacity, discharge rate conversion factors of 0.72 and
0.83 are adopted for 3 hrs and 5 hrs as per IS 6848. the condemning capacity
of the battery is taken as 80%
• The formula for battery capacity at 10 hrs discharge rate = total load x 3 =
0.72x 0.8
= 5.2 x total load
• For the coach load of 22 amps the capacity of battery = 5.2 x 22
= 114.4≈ 120 AH

23 ETC/EW/PER