INDIAN RAILWAYS

NORTH-WESTERN RAILWAY
WORKSHOP

PROJECT REPORT

Submitted to: - Submitted by:

Sh.Kamlesh Sharma Rahul saini
In-charge, Basic Training Centre (BTC), VIth Sem/IIIrd Year
N-W Railway Workshop, Electrical & Electronics Engineering
Jodhpur. M.B.M. Engineering college
Jodhpur
 CONTENTS

1.ACKNOWLEDGEMENT
2.INTRODUCTION
3.ADMINISTRATIVE HIERACHY
4.POWER SHOP
5.TRAIN LIGHTNING SHOP
 ALTERNATOR AND RCR SECTION
 FAN SECTION
 TRAIN WIRING SECTION
 BATTERY SECTION
6.ELECTRICAL PCO SHOP
7.AC SHOP
 CONVENTIONAL COACH
 ROOF MOUNTED COACH
 ACKNOWLEDGEMENT
Theoretical knowledge of every student of Engineering College takes
training according to his own branch in a well-established factory or an
organization in which work is being done practically and how practical work
is managed in normal condition. I am grateful to Prof. Sanjay Bhandari, the
Head of Training and Placement Department, and Prof. Ashwani Joshi, the
Departmental Head of Training and Placement Department at JIET Group of
Institutions for giving me the permission for training.

I also express my sincere thanks to the in-charge of Basic Training

Centre (BTC) Mr. Kamlesh Sharma and organizers- C. W. M. Mr. N. S.
Patiyal for their regular guidance and their helpful nature without which I
could not complete my training.

I am also thankful to all the Shop & Sectional in-charge of Jodhpur

Railway Workshop and their sub ordinates and workers, who helped me a lot
and shown the interest, it gives me a great pleasure in presenting my training
report on Jodhpur Railway Workshop.
Trainee
Rahul saini
VIth Sem/IIIrdYear
B.E.(Electrical & Electronics Engineering) 2015-2019
M.B.M. Engineering college,Jodhpur
 INTRODUCTION

Workshop is located near Main Railway station of Jodhpur having main

entrance behind Railway Hospital. This Workshop is well established and
running successfully as a complete organization.
Now a days, this Workshop has not only stopped importing valuable and
costly components but also started the production of some essential and
sophisticate components. Today the staff strength stands at 2100 employee’s
including 150 supervisors and 6 administrative officers. In 1992 this W/S
achieved the ISO 9001 certificate. Now W/S achieved IMS-9001/14001 &
18001 in 2013.
Along with this, the basic role of Jodhpur Workshop is:
1. Periodic over hauling of Railway Coach and Bogies at the level.
2. Manufacture and repairing of components used in Diesel Engine for
Diesel Shed.
3. Maintenance and repairing of all the machines which are installed in
Jodhpur Railway Station.
4. Now a days, it is also engaged in production of some components which
needs to be replaced In Railway Coaches and Bogies.
 ADMINISTRATIVE HIERACHY

Jodhpur Workshop is handled by Chief Workshop Manager. He is

assisted by a team of officers with the sectional staff under:

Chief Workshop Manager (CWM) Mr. N.S.Patiyal

Dy. CME Mr. Rajiv Avasthi

Dy. CEE Mr. Vijay Choudhary

Work Manager Mr. Manoj Kumar Meena

Dy. Chief Personnel Officer Mr. Pradeep Yadav

Assistant Production Engineer Mr. B.C. Soni

Assistant Workshop Manager Mr. Anil Gautam

BASIC TRAINING CENTRE

In-charge Sh. Kamlesh Sharma
Chief Instructor Sh. Vikash Meena
Senior Instructor Sh. Dinesh Meena
 POWER SHOP

DURATION:-
From 8th jun, 2018 to 15th july, 2018.
GUIDED BY:- Nitin sir
The electricity is supplied by RSEB (Rajasthan State Electricity Board)
and is also generated by generator sets in case of supply failure. The
requirement of electricity in workshop is as follows:

Connected Load 4600 KVA

Demand 1360 KVA
Maximum Demand 1400 KVA
Actual Utilization: Day Shift 1100-1500 KVA
Night shift 400-500 KVA
Average Consumption Per 9000 units/95300 KWH
Day/Month
Lightning Consumption Per 15000 units
Month
Tariff Applicable HT-1 of RSEB
SUBSTATION:

Railway Workshop has its own 11/0.4 KV substation, the incoming feeder of
11 KV is coming from 66 KV Mohanpura Pulia Jodhpur. The main equipment
of the substation are as follows:
1. Insulators
2. Metering and Indicating Instruments
3. Instrument Transformer
4. Capacitor banks

TRANSFORMER:

A Transformer is a static device by means of which electric power in one

circuit is transformed into electric power of same frequency in another circuit.
A transformer is a device that:
* Transfers electric power from one circuit to another
* It does so without a change of frequency
* Where the two electric circuits are in mutual inductive influence of each
other.
* It accomplishes this by electromagnetic induction.
PRINCIPLE:
Transformers are based on the principle of mutual induction between two
circuits linked by a common magnetic flux. It consists of two inductive coils
which are electrically separated but magnetically linked through a low
reluctance path. One coil is connected to a source of alternating voltage, as
alternating flux is set up in the laminated core, most of which is linked with
the other coil in which it produces mutually induced EMF according to
Faradays law of electromagnetic induction. If second coil is closed a current
flows in it and so electric energy is transferred from first coil to second coil.

CURRENT TRANSFORMER (C.T):

These instrument transformers are connected in A.C
power circuit to feed the current coil of indicating and metering instruments
and protective relays.
The current transformer basically consists of an iron and which are mounted
a primary one or two secondary winding. The primary is directly inserted in
the power circuit (the circuit in which current is to be measured) and to the
secondary winding or the winding to which indicating and measuring
instrument and relays are connected.
When the rated current of C.T flows through its primary winding a current of
5 Amp appear in its secondary winding. The primary winding is usually a
single turn winding (i.e., Conductor itself without any turns) and the number
of turns on the secondary winding depends on the power circuit current to be
measured.
POTENTIAL TRANSFORMER:
A potential transformer is employed for voltages above 380 volt to feed the
potential coil of indicating and metering instrument and relays. These
transformers make the ordinary low voltage instrument suitable for
measurement of high voltage and isolate it from high voltage. The primary
winding of the potential transformer is connected to the main bus bar of the
switch gear installation and to the secondary winding of various indicating and
metering instruments and relays.
When the rated voltage is applied to the primary of potential transformer the
voltage of 110 volts (depending on the turn ration which is as required)
appears across the secondary winding.

CIRCUIT BREAKER:
Make or break the circuit either manually or by remote control under normal
conditions.
1. Break a circuit automatically under fault conditions.
2. It makes and breaks the normal operating current.

Thus a circuit breaker incorporates manual as well as automatic control

for switching function. The latter control employs relay to operate only under
fault conditions.
ISOLATORS:
When carrying out inspection of repair in the substation it is necessary to
disconnect reliably the unit or the system, on which the work is done from all
the other live parts on the installation in order to ensure complete safety of the
working staff. It may be defined as a device used to open a circuit either when
negligible current is interrupted or when no significant change in the voltage.
It can be classified as: on load and off load isolators.

DETAIL OF SUB-STATIONS:

SUB- TRANSFORME CONNECT MAXIMU DG SET

R ED M
STATION CAPACI
CAPACITY LOAD DEMAN TY
NUMBER
D
1. 2*500 KVA for 1225 KW 360 KVA 1*310
W/s KVA
1*800 KVA for
W/s
1*610
KVA
2. 1*750 KVA 1215 KW 175 KVA --------
2*500 KVA
4. 2*500 KVA 1022 KW 150 KVA --------
WINDING SECTION:
In this shop winding of all types of machine (AC and DC) used in the
workshop are re-winded. Normally periodic overhauling of the alternators is
done here rewinding also when the field coil or armature coils get damaged.
They have designs, winding diagrams of every type of windings used in the
workshop. On behalf of these winding diagrams they do rewind of machines.

They have following procedure of doing so:

1. Cleaning the dirt or dust by highly pressured air.
2. Checking of faulty connections or faults.
3. Removing of faulty winding.
4. cleaning of remaining structure by kerosene
5. After this they connect the whole machine and check the whole working
condition.
Normally the faults are of like burning of field or armature winding, earthing
of any or both of the windings, short circuiting or open circuiting of any
winding ( it is checked by continuity tester), insulation break of any winding
insulation ( this is checked by MEGGER: an equipment which is used for
checking of insulation between any two terminals )

SPECIFICATION OF MEGGER:
MEGGER: It is equipment for checking the insulation level of any
equipment. It is available in different ratings in a wide range. It is based on
the bridge balance method. Its scale is non-uniform. The rating of the megger
is:
 Variable Voltage 250 volts
Calibration In terms of Mega ohms.
Scale Nonlinear
Range 0Ω to infinite Ohms (≥50Ω)
Rotation 160 RPM for producing full
250 volts.

VACUUM PRESSURE INSULATING PLANT:

It is also an economical innovation in the workshop. Earlier people do varnish
on the completed winding with the help of the brush and specific varnish paint.
Varnish paint is done to save the winding from short circuiting means it
provides required insulation to the winding both inside and outside of the
winding, also in prevention of the oxidation layer, rust use of the varnish is
being done.

In the previous brush paint hand method, the varnish layer was improper and
problem of wet varnish inside winding, which may cause problem at the time
of working, this was because there was not any system by which we can dry
the inside varnish, also varnish layer was not properly established on the inside
winding. That’s why need of VACUUM PRESSURE INSULATING PLANT
(VPI) is considered.
Its cost is very much nearly 25 lacks, which was beyond the limits of
workshop. Then some innovative minded people made this plant of their own
in the workshop, with just at the rate of nearly 2.1 lakhs. Also it is worth to
note that the scrap material or we can say already available material in the
workshop is used in the manufacturing of this plant, like compressor,
compressor motor, heating element and its box.

OPERATION:
Step1: Open valve 1, 3, 6
Close valve 2, 4, 5
Start vacuum pump

Step2: Close valve 1, stop vacuum pump.

Step3: Open valve 4, varnish will start flowing into the VPI Tank Close valve
4 when the electric component is completely submerged in the varnish.

Step4: Release vacuum in VPI tank. Open valve 1, 5.

Step5: Close valve 3 and 6. Start the compressor build pressure in air tank 3
and 6. Stop air compressor when pressure gauge shows 3 to 4 kilogram
pressure.
Step6: Open varnish to storage tank. Open valve 1, 2, 4 and keep these valves
open till the VPI tank empties.

Step7: Close valve 1, 2, 4 in series wait for 15 minutes. Open the top lower
take out the component. Put the component in the oven for curing.
Step8: Cure the oven for 8 hours at 1200C and for 4 hours at 1500C.S

ELECTRIC SAFETY:-
Electricity has become as important as air, water & food in human life. Life
without electricity is not imaginable for its use in different form has so deeply
entrenched into our lives.

Unlike food & water but like air it is life supporting if in control but
devastating when out of control. Hence, the saying “Electricity is a good
slave but bad Master”. PUBLIC SAFETY IN PUBLIC utilities is globally
achieved through three tier structure.

STATUTORY SAFETY: through legislation, e.g. Railway Act for Railway

Safety, Electricity Act for Electrical Safety, Explosive Act for use of
explosives Chief Counselor of Railway Safety, Chief Elect. Inspector about
DGMS, BCAS.

CORPORATE SAFETY: - Overall management of safety for operating

Agency e.g. generally responsibility of CEO with or with at a separate
organize structure for Safety Management.
OPERATIONAL SAFETY: Implementation of safety functions at operational
level by operating agency.

Electrical Hazards and its causes:-

Overload - Too many cords per outlet

Fire - Frayed, damaged cords
Shock - Ungrounded tools, equipment

Personal Protection:-

1. Do not wear the following when working around machinery:-

Loose fitting clothing
Neckties
Jewelry
Long loose hair

2. Always wear safety glasses with side shields when working with shop
equipment
3. Wear approved hard hats whenever there is a chance of objects falling from
above. In addition, wear suitable gloves for the job at hand when working
with the following:
Sharp-edged stock
Unfinished lumber

Safety Guidelines:-
Follow these guidelines for general shop safety:-

1. Know the hazards associated with your work. Be sure you are fully educated
on the proper use and operation of any tool before beginning a job.
2. Always wear appropriate safety gear and protective clothing.
3. Wear nitrile gloves when cleaning with degreasers or ferric chloride.
4. Maintain good housekeeping standards.
5. Keep the work area free from slipping/tripping hazards (oil, cords, debris,
etc.).
6. Remove sawdust, wood chips, and metal chips regularly.
7. All containers must be labeled with its contents.
8. Leave in place and utilize all shielding on tools and equipment.
9. Know where fire extinguishers are located and how to use them.
TRAINTRAING &
LIGHTNING SHOP

DURATION:-
From 16th Jun, 2018 to 26th Jun, 2018.

GUIDED BY:-. R. K. Choudhary

Railways being the public carrier bound to ensure that the passengers are
carried not only special safety and punctuality but also comfortably. In view
of this the lightning in coaches is an important electrical amenity with the
steady increase in traffic, passengers expect cent percent performance of
electrical fittings.
BRUSHLESS ALTERNATOR:
It is the backbone of the speed of railways. Without this the speed of 150-
160 km was in dreams for railways, but now it is possible by using it. It has
very rugged structure, no carbon brush problem, least maintenance, no
winding on the rotor. It is really a very rugged structure because it can easily
work for about 20 years without need of major maintenance also it can be
used in quite adverse conditions.
Its main feature is that in this no winding on the rotor is available. Rotor is
just made of slightly skewed slots of silicon steel. Both field and armature
winding are on the stator. Field winding is divided in two big slots 180
mechanically apart and the armature winding is available in small slots
distributed on whole of the periphery.
DC Dynamo 32 volts used earlier are being replaced by brushless alternator
driven from axel through flat/v belts. No new DC dynamos are being
produced and old once are phased out.

APPROVED MANUFACTURERS FOR THE

ALTERNATORS:
1. KEL( Kerala electrical and allied engineering industries)
2. BEACON(Best and Crompton)
3. SIL(Stone India Limited)
4. HMTD Engineering
5. CGL(Crompton Greaves Limited)

Rectifier – Cum-Regulator units for the 4.5KW Alternator

The RCR unit has the following functions:

 Rectifying 3 phase AC Output of the alternator to the DC using full

wave Rectifier Bridge.
 Regulating the voltage generated by alternator at the set value
 Regulate the output current at the set value.
 The main rectifier consists of six silicon diodes adequately rated and
mounted on the Aluminum heat sink exposed to air at the rear portion of the
box. The RCR has three main components:

 3 Phase bridge output rectifier consisting of six silicon diodes

mounted on aluminum block secured to main heat sink
electrically by means of MELINEX paper, nylon bushes at the
same time ensuring proper conduction and transfer of heat
generated during operation.
 Single phase full wave field rectifier diodes mounted separately
on heat sink along with freewheeling diode
 Two sensing diode with Zener diode, which acts as reference.
 Current transformer (CT)
 Main printed circuit board with the control unit and voltage and
current sensing pot.
 Field transformer (FT)
 Magnetic amplifier (MA)

Some diodes make up the positive and negative half of the main three-phase
bridge rectifier, which receives the three-phase AC input from the alternator
and gives a DC output to DC positive and DC negative.
The current transformer senses in all three phase. The secondary of which has
a burden resistance to divert the secondary current into voltage. This AC
voltage is rectified by diodes and fed to the voltage divider chain. The voltage
output is rectified and fed separately to another voltage divider chain. These
two sensed voltage are compared with the reference voltage of the Zener diode
and subsequently fed to the control winding of the magnetic amplifier. This
enables the magnetic to act as an ON/ OFF switch for controlling the alternator
field current in turn the alternator output voltage.
SOME APPLICATIONS OF THE RECTIFIER CUM
REGULATOR:

TYPE MAGNETIC AMPLIFIER

VOLTAGE SETTING 110-140 Volt DC MARKED IN
STEPS OF 5 Volts
VOLTAGE REGULATOR WITHIN +5 TO -5 OF VOLTAGE
SETTING
CURRENT SETTING 37.5 Amps
CURRENT LIMITING +15% TO -0%

WORKING OF RECTIFIER CUM REGULATOR:

The bridge connected by silicon diode rectifies the three-phase output from
the alternator. The DC excitation to the field is obtained by full wave
rectification of AC current provided the field transformer and the load winding
of the magnetic amplifier.
The voltage induced in the alternator winding is dependent on the speed of the
revolution of the rotor and on the excitation current. In the absence of the
voltage detector and the magnetic amplifier, the voltage of the alternator will
rise indefinably due to the positive feedback limits only by the saturation on
saturation. But as soon as the preset voltage is reached, the Zener diode
indicator DT1 is conducted and sends a “control current” through the magnetic
amplifier winding. The flux produced by the control is in such a way that it
opposes the flux produced by the load winding, thereby increasing the
impedance of the field circuit. This increase in the field impedance reduces
the field current and brings back the output voltage to the normal value
required.
The current limiting is also achieved in the similar manner, when the
predetermined load current is delivered by the alternator, the secondary
voltage of the CT after rectification by the bridge will provide the necessary
“error signal” for the magnetic amplifier. In this case also the voltage across
the resistance will be sufficient to cause the Zener diode in voltage detector
DT2 to conduct the control current from this also passes through the same
control winding.
The effect of the control current is to retain the current at the limited value and
to the reduce voltage, for a sustained overload. The generator voltage will fall
to the battery voltage and relieve the alternator immediately, thereby reducing
the chances of damage due to the load.

CURRENT V/S VOLTAGE CHARACTERISTICS:

The equipment is designed to give DC output up to a maximum current of 140
Amps. In the horizontal position is at constant voltage and show the end of the
charged condition. It is worth to understand that due to capacitance in the
surge protection circuit, the voltage at the open circuit condition will be in
excess of normal voltage. But with a little charging current, the voltage comes
back to nominal value.
After this a sloped portion or the current limiting portion will occur. The
junction between the horizontal and the sloped portion is a curve, which is
serve to protect the battery even if the generation is loaded on a flat battery.
FAN SECTION:
GENERAL:
400 mm and 300 mm carriage fans are used on Indian railways in SG(Self
Generating), MOG(Mid On Generation) and EOG(End On Generation) coaches where the
system voltage could be DC 110 volt or AC 110 volt. As a passenger amenity
item, carriage fans have to be maintained in such working condition as to
obtain good airflow and trouble free service for ensuring maximum passenger
satisfaction.
SPECIFICATION:
Railway carriage fans are either of the fixed or swiveling type performance.
Requirements of these fans are as follows:
ACCESSORIES:

 REGULATOR: The regulator with a separate resistance unit enclosed in

C.I housing is provided for regulating fan speed in upper class coaches. It
should be ensured that the fan is capable of starting up from rest with the
regulator at the lowest speed step when 85% of the rated voltage or the
lowest voltage range of fan is applied.
 FUSE PROTECTION: Tinned copper fuse of 35 SWG is provided as
protection for each fan. This safeguards the fan from surges and short
circuit and isolate the circuit in case of faults in the sub-circuit.
 GIMBAL RING: this is provided in upper class coaches in swiveling type
fans, so that the passengers can keep the fan angle to any position desired
by him for comfort.
 MAINTENANCE:

The aim in maintenance is to reduce or compensate for the wear and tear in
operation so that the installation continues to function well and give good
service. Preventive maintenance covers the following basic four aspects:

 Systematic checking of the carriage fan while in service.

 Localization of defect, rectification and restoration of normalcy, if
necessary, by replacement of the defective parts.
 Analysis of the basic cause of failure and taking remedial action to
avoid/minimize recurrence.

One of the basic causes of passenger complaint is excessive noise of fans and
steps should be taken to minimize the noise level. The acceptable level of
noise shall be less than 80 db.

RUNNING MAINTENANCE:

The nature of defect in carriage fans mainly comes under the following
categories:

 Excessive noise and vibrations.

 Excessive sparking/blackening of commutator and excessive wear of
carbon brushes.
 Inadequate air delivery.
 Poor insulation.
TRAIN WIRING SECTION:
WIRING ARRANGEMENT OF THE COACHES:
A Linear resistance assembly or selenium lamp ballast is provided in the under
frame of the coach with D.C. generation in conjunction with a cut in relay to
by-pass the lamp resistance /selenium lamp ballast, when the battery supplies
the loads & insert the same in the lighting circuit, when the generation feeds
the load so as to keep the voltage applied to lamp 24 V or as close as possible.
This arrangement is not necessary for new coaches with brush less alternators
with regulations.
The lighting circuit cable (LC)form the under frame to junction box in the roof
is divided into circuit through miniature circuit breakers of 35 A capacity for
each of the circuit L1+and L2- circuit L1+ feed the essential lights, which
fulfill the minimum lighting requirement in coaches satisfactorily. These
include lighting in the lavatories, gangways, and doorways and up to 50% of
lights in each compartment bays, corridor lights other than essential and
include reading lights in 1 class coaches.
The level of illumination will very much depend upon the
reflecting properties of the interior surfaces of the coach. It is important that
the coach interior is finished in light colors and maintained for good
illumination.
ROUTINEROUTINE MAINTENANCE:

 If there is total darkness, checkup functioning of MCBs and replace if

necessary. Sometimes staff inadvertently connects both L1 and L2
circuits to one MCB and this may lead to tripping of MCB.
 Test for supply in the junction box. If there is no supply, checkup battery
fuse and replace.
 If battery fuse is intact, it is possible that battery is completely drained.
Provide emergency feed from adjacent coach after switching off L2
circuit in both the coaches. Advise appropriate station by XR message
for attention.
 In case few lights are not glowing, checkup DFB and replace fuse. If the
fuse is all right, checkup individual lamps and replace fused lamps.
 In case coaches with dim lights, checkup and replace missing belt in
generating equipment. Provide emergency feed from adjacent coach
switching off L2 circuit in both coaches.

FIRE IN COACHES:

In case of fire in coach, the coach should be electrically isolated in the

following manner:
 Disconnect inter vehicle connections, if any
 Remove battery fuses
 Remove dynamo/alternator belts
 Remove dynamo/alternator regular field fuses.
BATTERY SECTION
INTRODUCTION
BATTERY: An electrical battery consists of number chemical cells connected
in series or parallel.
CELL: A cell, which is the basic unit of a battery, may be defined as a power
generating device which is capable of converting the stored chemical energy
into electrical energy. Batteries are mainly of two types:
1. Primary batteries
2. Secondary batteries
PRIMARY BATTERY: if the stored energy is inherently present in the
chemical substances it is called a primary cell or non-rechargeable cell,
accordingly the battery made of these cells is called primary battery. The
examples of primary cells are Laclanché cell, Zinc chlorine cell etc.
SECONDARY BATTERY: If on the other hand the energy is induced in the
chemical substances by applying an external source, it is called a secondary
cell or rechargeable cell. A battery made out of these cells is called a secondary
battery or storage battery or rechargeable battery. The examples of secondary
cells are Lead Acid Cell, Nickel Cadmium Cell, Nickel Iron Cell, Nickel Zinc
cell etc.

CONSTRUCTION:
POSITIVE PLATES: The Tubular Positive plates are made up of number
tubes which contain the active material.
The tubes having large numbers of minute pores allow the electrolyte to
pass through, quite freely while preventing effectively any loss of the active
material. The active material in the positive plates of the battery expands on
discharging, but the tubes are strong enough to resist this expansion, thus
eliminating shedding.
The frame and spines of the Positive Plate forming the grid are cast from a
corrosion-resistant lead alloy. A bar of acid-resistant plastic seals the bulbs at
the bottom and locates the spines of the grid.
NEGATIVE PLATES: The plates consist of a lead grid into which the active
material is pressed. The grids are designed to retain the active material in
position. Number of negative plates is one more than positive plates.
SEPERATORS: The life of any battery depends very much on the quantity of
separators used between the positive and negative plates. The separators used
in CG cells are made of micro porous synthetic material. They are strong,
flexible and resistant to damage by heat and acid.
The electrical resistance of the separators is extremely low and electrolyte
diffusion is excellent.
CELL CONTAINERS: The containers are made of Hard Rubber with high
isolating strength and resistance to acids. The containers hold a large enough
electrolyte reserve so that maintenance intervals foe the batteries are long.
CELL COVER: These are made of Hard Rubber, resistant to acid having vent
and level indicator holes.
CELL PLUGS: The plugs called vent filler plugs, are easy to remove. They
have correctly dimensioned holes for venting gases given off during charging.
The electrolyte level is checked by plugs fitted with the level indicator.
ACTIVE MATERIALS OF LEAD-ACID CELLS:
Those substances of the cell which take active part in chemical combination
and hence absorb or produce electricity during charging or discharging, are
known as active materials of the cell.
The active materials of the lead-acid cell are:
1. Lead Peroxide (PbO2) for positive plate.
2. Sponge Lead (Pb) for negative plate.
3. Dilute Sulphuric Acid as electrolyte.

1. LEAD PEROXIDE:
It is the combination of lead and oxygen. It is dark chocolate in color
and is quite hard and but brittle substance. It is made up of one atom of
lead and two atoms of oxygen and its chemical formula is PbO 2. As said
earlier, it forms the positive active material.

2. SPONGE LEAD:It is pure lead in soft sponge or porous condition. Its

chemical formula is Pb and forms the negative active material.

3. DILUTE SULPHURIC ACID:

It is approximately three parts of water and one part of Sulphuric acid.
The chemical formula of the acid is H2SO4. The positive and negative
plates are immersed in this solution which is known as electrolyte. It is
this medium through which the current produces chemical changes.

Hence, the lead-acid cell depends for its action on the presence of two
plates covered with PbO2 and Pb in a solution of dilute H2SO4 of specific
gravity 1.21 or near about.

CHARGING AND DISCHARGING

In a charged lead-acid cell the positive active material consists of lead

peroxide and the negative of spongy lead. Dilute Sulphuric Acid serves
as electrolyte.
During discharge, the lead peroxide on the positive plates as well as
spongy lead on the negative plates are converted into lead sulfate. In this
process Sulphuric Acid is consumed and water is formed. Consequently,
the sp. gr. of the electrolyte falls, the extent of fall being proportional to
the Ampere-Hours taken out. The process causes as first a slow, and then
a faster voltage drop, until a permissible lower limit (final discharge
voltage) is reduced, 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 as this rate.

The chemical process during charge is the reverse of that during

discharge. The lead-sulfate on the positive plates is reconverted into
lead-peroxide and the lead sulfate 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 lead
voltage. From 2.4 volts onwards gassing sets in due to a strong
decomposition of water into Hydrogen and Oxygen.

CHARGING SYSTEMS:

For batteries other than the “floating” and “system-governed” type.

Following two general methods are employed:

1. The constant-current system and

2. The constant-voltage system.
 CONSTANT-CURRENT SYSTEM:
In this method, the charging current is kept constant by varying the
supply voltage to overcome the increased back e.m.f. of cells. If a charging
booster (which is just a shunt dynamo directly driven by a motor) is used, the
current supplied by it can be kept constant by adjusting its excitation. If
charged on a D.C. supply the current is controlled by a varying the rheostat
connected in the circuit. The value of charging current should be so chosen
that there would be no excessive gassing during final stage of charging and
also the cell temperature does not exceed 45 degree C. This method takes
comparatively longer time.

CONSTANT VOLTAGE SYSTEM:

In this method, the voltage is kept constant but it results in very large
charging current in the beginning when the back e.m.f. of the cells is low and
a small current when their back e.m.f. increases.
Topping up:
During operation the level of electrolyte in the cell falls due to loss of
water through gassing and evaporation. Check the level after each round trip.
If it falls below the minimum limit as indicated by the top mark on the float
indicator top-up with approved quality water, until the lower mark appears
just above the float plug.
 The water used can be either distilled or de-ionized type and shall
confirm to IS: 1069. Use non-metallic vessels (eg. Polythene jars) or lead-
lines tanks for storage of this water, to ensure purity. Before filling in these
containers, they should be washed thoroughly, then rinsed a couple of times
with the above water in order to exclude any previous contaminant in them.

CLEANLINESS:
It is essential that the battery and battery box be always maintained dry
and clean. Water or electrolyte spilled over the top of the cells should be wiped
off at once. Any corrosion occur anywhere in the metal work, neutralize the
acid over the area with a 5% weight by volume solution of soda or freshly
diluted 1:5 Ammonia in water. Wash with clean water. After that wipe dry the
parts and protect from further corrosion by applying a thin layer of petroleum
jelly. The battery box may also be protected by painting it with a good acid
resistant paint.

EQUALISING CHARGE:
During actual operation of the battery a few or all the cells in the assembly
may get under changed as indicated by the values of sp. gr. of the electrolyte.
Reasons can be many e.g. initial difference between individual cells causing
difference in charge acceptance of abnormal working conditions causing the
battery as a whole to become under changed.
If the lead-acid cells remain under changed over long periods, the
resulting sulfation in the cells may become so heavy that the cells may go
beyond salvage.
 Equalizing charge is an extended charge, given in order to bring all the
cells in the battery bank back to healthy state.
Give equalizing charge to the cells, regularly at intervals of 10 to 12
weeks. First, fully charge the battery in the same way as done with bench
charging. Reduce the current to the equalizing rate given in table IV, and
continue with the charging till the sp. gr. of electrolyte in the individual cells
remains unchanged over a period of three hours and is within the specified
range.

CHARGING:
Discharged batteries should be charged back at the earliest opportunity,
i.e. not later than 12 hours after unloading the battery from the coach.
FACILITIES REQUIRED IN BATTERY SECTION:
1. REQUIREMENT OF MORE SPACE:- The work load is increasing
regularly in the battery section. But charging along with discharging
could not be possible at a given time due to the scarcity of space
therefore there is requirement of more space.
2.NUMBER OFF STAFF:
In battery section the staff is not available according to work load
therefore work is being late. To increase the rate of work there should be
requirement of more staff.

3.TOOLS:
In battery section required tools are not available. Due to lack of tools
the workers have to face inconvenience.
4.SAFETY ITEMS:
At the time of charging and discharging, battery releases harmful gases
and at the time of dispose the acid is diffuse from these gases and acid
is very harmful for human body. For safety of human body safety items
are required. For example: Gloves, Goggles, Mask and Long size shoes
etc. there is scarcity of these items.

POWER WASTAGE IN THE BATTERY SECTION:

1) In the railway workshop nearly about 2000 batteries are overhauled. For
each battery after fresh electrolyte filling we apply two cycles of
charging and discharging for old batteries and five cycles for the new
batteries. Set charging of the battery is done using battery charger,
previously the discharging was done by wasting the energy in the water
resistance as a form of heat. Which is not good for health (because in
this process harmful gases are dissipating). Also corrosion problem of
electrode occur.
But, now the workshop has installed IGBT based Battery
Charger/Discharger which acts as rectifier while charging of battery
& as inverter while discharging of battery, this power while
discharging is then fed to grid/main power supply hence reducing the
wastage of energy in the Section. But, still in rush hours, battery is
discharged through resistive load due to shortage of above mentioned
IGBT based Charger/Discharger./
2) In battery section there is no arrangement to neutralize the useless
electrolyte. This useless electrolyte pollutes the environment.
However, railway is shifting most of its batteries to Valve Regulated
Lead Acid (VRLA) batteries which does not possess such problem
and also require less maintenance.
1. The floor of battery section is made up of very special type of stone.
It is very costly. It is acid proof, humidity proof and fire proof. But
there is no care of floor. The heavy machinery (like battery chargers,
carrier vehicles) dumps on this floor. Due to this it breaks. So it is
necessary to consult with the workers to stop this damage.

2. The new comer batteries of HBL Company are less costly but these
are not successful. In these batteries reclamation is not possible and
the report of these batteries is not so good. In comparison Exide
batteries are better than HBL batteries.
PRODUCTION AND
CONTROL ORGANISATION
DURATION:-
From 27th June, 2018 to 2nd July, 2018
GUIDED BY:-
Naveen Verma

PRODUCTION CONTROL ORGANISATION (ELECTRIC):

It is Back bone of workshop and it is sometimes also called as INSPECTION
SECTION. To make railways as caring of customer, and hazardous events
(short circuit, faulty connections) may cause a problem in the mid-way of the
journey.
It is the responsibility of the PCO department that no faulty coaches will move
from workshop. Because faulty coaches may generate \ create a problem in
the midway or cause to hazardous condition like fire at maximum unfortunate
condition.
It has a particular schedule sheet, which consists of a list of modifications or
checks done by the department. Its work starts when all shops have done their
work. The modifications are done in the sheet day by day as per RDSO
standards. If any modification is done by RDSO it immediately send it to
workshops and manufacturing units through RAILNET and immediate action
is taken on it.
It also cares about the working schedule of the workers. Every worker receives
a work order from the time fixing section. He gets a card on which some
information like name of art, operation, drawing number, allotted time,
accuracy desired are mentioned. After making the card worker starts the work
and tries to finish the job in schedule time. If he finishes his work before the
allotted time with the desired accuracy he gets extra payment depending on
the time he saved.
The time given in the card may be increased if foreman finds it insufficient to
complete the job.

RDSO means RESEARCH AND DEVELOPMENT

STANDARDS ORGANISATION
The insulation resistance was checked by using a 500 volt MEGGER and
check continuity between:
1. Field terminal f+ and f-.
2. Stator terminal in between all three phases i.e. R to Y, Y to B, and B
to R.
And the checking of insulation resistance between:
1. Stator terminal and frame of the machine.
2. Field terminals and the frame.
3. Field terminals and the stator terminals.

LIST OF SOME IMPORTANT INSPECTION (CHECK)

BEING DONE BY THE PCO ON THE OUTGOING
COACHES:
1. All outgoing coaches have proper connections in between various
equipment i.e. Alternator, RCR, etc.
2. Wiring should be perfect in a predesigned cleat.
3. The wires should make “ANTI VIBRATION LOOP”
4. Terminal plate (junction plate) made of EPOXI MOLDED GLASS
FIBER, because it is more rugged.
5. A split pin should be applied on U clamp of tension rod coach bracket
support of the tensioning device should be modified.
6. Suspension brush of alternator and the bogie should be modified made
up of NILON 66.
7. All parts of RCR like magnetic amplifier, CT, excitation transformer,
diodes are proper functioning and working perfectly.
8. Capacity test of the batteries must be done and efficiency with capacity
must be written on battery box.
9. Pulley joined to the alternator and axle of the wheel is perfectly OK and
this is equipped with six new “V belt”. It should not be repaired or not
more than four years old. Its alignment should be checked by alignment
gauge. Flat belts should change into V belts.
10. Tube lights, fans and everything inside the coaches is in proper
function. All equipment should be provided with ANTI THEFT
ARRANGEMENT.
11. Perfectly flexible copper wire but of rugged nature lie in their
cleats in the connections between Alternator and RCR and RCR and
junction box of the under frame.

INSULATING TESTING:

It is really a very important test which must be done in all out going
coaches. By this we check earth fault, short circuiting between the
connections, insulation breakdown and leaking of the battery. It is done
by 500 volts MEGGER. This process is called “MEGGERING”. It is
necessary because, if earth fault will occur than: checking can also be
done using “TWO LAMP METHOD”.
1. Possibility of shock to the passengers.
2. Short circuit may occur
3. Whole battery will collapse, because there will be continuous losses
in the metal part of the coach.
4. PROBLEM OF COMMUNICATION EQUIPMENTS (mobile,
pager, etc.) may occur because as current flow in the metal frame of
coach, some type of magnetic field may generate and it will affect
severally the communication wave.
5. Fire hazard may occur.

MEGGER:

It is equipment for checking the insulation level of any equipment. It

is available in the different ratings in a wide range. It is based on the
Bridge balance method. Its scale is non uniform.
AIR CONDITIONING SHOP

DURATION:-
From 3rd July, 2018 to 19th July, 2018

GUIDED BY:-
R. K. Sharma

INTRODUCTION:
Air conditioning means to make air fit to promote comfort and effecting or to
ensure proper operation of delicate equipment or to help manufacturing
operation more often it involves following operation:
 To supply duty clean fresh air to keep low order concentration of carbon
dioxide and smoke with in low limits.
 To cool the air in summer and to heat in winter in order to maintain
proper temperature inside the premises of air conditions.
 To control the humidity of the air conditioned premises.
 To obtain air movement without producing annoying draught.

The circuit operation is basically that of conventional vapor

compression principal with refinement to design a fine degree of control
over the air delivery temperature over a wide range of ambient and
loading conditioning.

BASIC CYCLE:
The compressor draw low temperature refrigerant vapor from the
evaporator and compress the Freon gas such that high temperature gas
via the hot gas line to the condenser where heat is given up to the ambient
the air loss of heat cause the high temperature gas to condense the high
pressure receiver from the liquid receiver is passed via a line shut off
value filter drive moisture indicator, solenoid value and thermostatic
expansion valve to the evaporator.

As the refrigerant is fed into the evaporator coil via the thermostatic
expansion valve it expand to become a low temperature/pressure liquid
this liquid than absorbs heat from the air passing over the evaporator coil
via fined surface causing it to vaporize and is then drawn back to the
compressor through its suction line to be recompressed.

AUTOMATIC PUMP DOWN:

The prevention of refrigerant migration back to the compressor and the

isolation of the refrigerant, change in the condenser/receiver had been
automated by the incorporation by an automatic pump down facility.
Thus when the fresh air ambient thermostat stops the cooling of
refrigerant in the system is pumped into the compressor and receiver
with the reenergizing of the liquid line solenoid value preventing flow
of refrigerant back to compressor, the system sucks down through the
low pressure cut out switch. Most of the refrigerant change is then
isolated in the condenser and receiver.

REFRIGERANT CONTROL:

EVAPORATOR TEMPERATURE/PRESSURE REGULATION

VALVE:

A load master type L 12 control valve is installed at the evaporator outlet.

A temperature sensor senses the temperature of the air leaving the
module and regulates the flow of refrigerant through the evaporator to
maintain a relatively constant condition. The pressure control piston is
servo operated, obtaining its pressure from the liquid line.

It must be realized that the thermostatic expansion valve control the

amount of refrigerant metered into the evaporator according to the load
but not the actual temperature of the coil that is under minimum load
condition the temperature of the coil could in fact fall much lower than
the desired 12 degree centigrade hence for the need for the load master
valve, which will keep the temperature at the 120C. Virtually consent.

The valve control this temperature by throttling the suction line to

balance compressor capacity to the evaporator load three valve forces
govern this action in the following manner the temperature sensitive
bulb measure the temperature of the coil is above 12 0C. The pressure
from the liquid line is blocked by the pilot valve, and the suction
throttling piston is held in a fully open position. Permitting unrestricted
flow of the suction gas, at high load condition if the temperature of the
evaporator begins to drop the pressure in the sensing capillary will drop
and allow the pilot valve to start to open this admit the throttling piston,
creating a force tending to move the piston assembly to the throttling
piston if the temperature falls lower, the pilot valve admits more flow
the high side and causes the piston to move further position.

As the valve throttle the suction line, the evaporator pressure will tend
to the pressure corresponding to the air temperature passing above the,
reducing the temperature differential between the evaporating
refrigerant & air the evaporator capacity will balance the load represents
than the proper throttling of the suction line is achieved further this
throttling action will reduce the flow of the suction gas to the compressor
resulting in a lower suction pressure at the compressor inlet, and the
corresponding reduction of the compressor capacity to match load
requirements.

POH SCHEDULE OF AIR-CONDITIONED

COACHES:

On arrival at shop, first they note down the defects and deficiencies in
all equipment like compressor & its motors, condenser including liquid
receiver cum dehydrator, and condenser monitors, evaporator units & its
motor, battery charger cum pre cooling transformer, battery, battery box,
etc.

Before overhauling, measure the insulation resistance of all the electrical

equipment such as alternator, motor and wiring to know the condition of
the equipment after POH also tests of writing of the insulation, etc. are
done.
  TESTING
1. STATIC TESTING: Run the plant through the pre cooling
terminal and check for proper functioning of electrical and AC
equipment.

2. STIMULATING TESTING: Check the alternating output on

the different load condition. Check both the alternators for load
sharing with the help of dyno drive motors which acts as a
testing bench for the alternator. Alternator is tested on different
loads at different speed. The following points shall be checked
during the test:
 Proper function of the regulator
 Proper generation at cut in speed
 Full generation (at MFO speed)

3. FINAL INSPECTION: The performance of electrical &

refrigeration equipment is checked in totally working condition
then only it is send to the outside.
Some necessary precautions are also taken into care like:
 Rotor does not rub over the fields coils.
 IMPREGNATION of the varnish should be done in an air-
circulating oven.
 Application of silicon grease at the contact point of rectifier with
the HEAT SINK is very imp. Because due to high heating it causes
low efficiency & hence low reliability.
 Record voltage and specific gravity of all cells, if anyone found
less then put an X and remove it from the bunch of the cells.
 Battery boxes should be painted with anti-corrosive epoxy based
paint.
  If the level of any cell is below a specific level than pour it by acid
or by distilled water (if sp. gr. is more than the required), the
pouration should be only with distill water, because Acidic, alkali
or water with minerals deteriorate the working efficiency &
reliability of the cell.
 Cell connection should be coated with petroleum jelly to prevent it
from oxidation.
 Charge the battery fully till 3 constant half hourly reading of
voltage and sp. Gravity indicating the full charged.

Following tests shall be conducted on the overhauled compressor:

 Temperature rise test
 Volumetric efficiency test
 Leak back test
 Vacuum test
 Sub merged test

 Attend the heating element in position by conducting continuity test

also checking of the insulation value between the positive and negative
terminals shortened & the earth. If the value is less than the 2M ohms,
change the whole the unit.

 Test the insulation resistance of the armature and field with the 500
VMEGGER. It should be more than 1M ohms.
 Use voltage drop method for open & short circuit method.
 If the armature or field is burned, overhead or short circuit. Rewind it
if it is in good condition than apply a coat of air during insulation
BECTOL on the winding.
  Checking the commutator surface if the surface is found improper
(grooving, pitting marks, ovality, blackness etc.) skim or polish the
commutator surface.
 Checking of field winding by resistance method for the open circuit or
short circuit.
 Blow out the carbon dust because it is of conducting nature, and in the
worst condition it may cause the short circuit.
 Checking that THE BRUSH SHOULD BE IN THE NEUTRAL AXIS.
In this condition the speed of rotor in both the direction will be same
measuring of insulation of each relay, contractor and fan motor, it should
be less than 2 M ohms.
 Each & every equipment should be provided with “Anti-theft
mechanism”.
 Surface of copper socket and Bus shall be cleaned to remove the
oxide film from the joints also loose joints should be avoided.
 After POH do the COOLING TEST on the coach:

COOLING TEST:
Cooling capacity test should be carried out by providing electrical
compensating load for worst ambient condition and full occupancy of
the coach the duration for pre cooling the coach would be between 3
to 4 Hrs. after the stabilization of the temperature each berth (20mm
from window and back rest panel and 100 mm above the birth should
be recorded the variation in temperature on the different berths should
not exceed 1 degree centigrade.

 Checking of earth fault by TWO-LAMP METHOD.

  Checking of refrigeration system for any leakage before gas
charging:
(a.) Vacuum test (for 12 hours)
(b.) Pressure test ( by charging Freon 12 or CO2):
pressure test is in order to ascertain that the
system is absolutely gas tight it is done in the two
steps i.e. low pressure test followed by high
pressure test

LOW PRESSURE TEST:

In this we allow 1 to 1.5 Kg weight of the Freon to pass into the system.
This pressure is developed by the hot water. For checking the leakage
we light the Freon leakage detection lamp and pass the suction tube of
the lamp carefully and slowly over every point.

HIGH PRESSURE TEST:

 Final checking of the plant by running the plant with the DYNODRIVE
motors for three hours at a different speed.
 It is also worth important to check weather both the alternator are sharing
the load equally during run.
 The dehydration of the system by vacuum pump should be attempted if
the ambient temperature is below 4.5 degree C.
 Just before going on the trip leave the system under the vacuum for about
12 hours and observe the degree of vacuum indicated on the low pressure
gauge has not changed during this period. If the vacuum has been
maintained satisfactorily the system can be charged with Freon, but
 before doing so the vacuum pump must be put into operation again to
obtain maximum vacuum on the system immediately before admitting
the Freon into it after this process the Freon will automatically charge to
the coach without any external support.

TECHNICAL SPECIFICATIONS:
 10 Horse Power Compressor Motor:

OUTPUT 10/11.01 HP
VOLTAGE 110/130 volts
CURRENT 80/76 Amps
SPEED 1140 RPM
DIRECTION OF ROTATION ANTI CLOCKWISE FROM
COMMUTATOR END
TYPE OF COOLING FAN COOLING
CONNECTION COMMULATIVE
COMPOUND, SELF EXCITED
INSULATION CLASS I

 HORSE POWER COMPRESSOR MOTOR:

OUTPUT 8.5 HORSE POWER

VOLTAGE 100/130 volts
CURRENT 72/65 Amps
SPEED 1500 RPM
DIRECTION OF ROTATION CLOCKWISE FROM
COMMUTATOR END
TYPE OF COOLING FAN COOLING
CONNECTION COMMULATIVE COMPOUND,
SELF EXCITED
INSULATION CLASS F

 1 KW CONDENSER FAN MOTOR:

OUTPUT 1 KW
VOLTAGE 130 Volts
CURRENT 9.5 Amps
SPEED 1500 RPM
DIRECTION OF ROTATION CLOCKWISE FROM
COMMUTATOR END
TYPE OF COOLING NATURAL COOLING
CONNECTION COMMULATIVE COMPOUND,
SELF EXCITED
INSULATION CLASS F

 0.75 HORSE POWER EVEPORATOR MOTOR:

OUTPUT 0.75 HORSE POWER
VOLTAGE 130 volts
CURRENT 5.5 Amps
SPEED 1550 RPM
DIRECTION OF ROTATION CLOCKWISE FROM
COMMUTATOR END
TYPE OF COOLING NATURAL COOLING
CONNECTION SERIES
INSULATION CLASS F
BATTERYBATTERY CHARGER or 135 V, 200A
TRANSFORMER
RECTIFIER UNIT: It is used in all the coaches as a under frame equipment
when the train is standing in the shed or at POH time, when no self-generation
is possible than we give direct supply of 415 V 3-phase to this equipment & it
converts the given supply to 110 V DC supply which is applicable to all the
equipment in the coaches.

GENERAL: The equipment is designed to supply 135V /200 ADC output for
feeding the following loads in AC rail coaches:
 To charge 110V, 800 to 950 AH lead acid batteries
 To feed the AC motor load.

SPECIFICATION:
INPUT VOLTAGE 415 +0%/-10%, THREE PHASE
FREQUENCY 50 Hz +/-3%
OUTPUT 200 A at 135 V DC
RATING(CONTINOUS)
CONTROL BY MEANS OF TWO COARSE
FINE 4 POLE ROTARY
SWITCHES

The equipment consists of:

 Input contractor
 3 phase step down transformer with primary taps
 Uncontrolled three phase bridge rectifier
Input fuses, input contractors, overload relay, 3 phase main power
transformer, two rotary switches, ammeter and the start push button, are
housed in the transformer box.

The Ac input terminals and interconnecting terminals are fixed on the terminal
board in front of the transformer box and the rectifier box for power
connection as well as control circuit connections.
The rectifier box comprises of the 3 phases bridge rectifier, surge suppressor,
shunt, o/p fuses two terminal board also for interconnecting and DC output
terminals. The diodes are mounted on the heart sink.
SPECIAL FEATURES:
 OUTPUT VOLTAGE CONTROL: The Dc o/p voltage of the
equipment can be manually varied between 104 V(no load) at 415 V AC
input and 136 V(at 370 V AC I/p) this is achieved by the use of two 4
position coarse fine adjustment rotary switches the tap changing is done
on the primary winding of the transformer
 OVER CURRENT PROTECTION: Back up protection is provided by a
thermal overload relay on the input side of the equipment HRC fuses are
also provided on the AC and Dc sides of the equipment.
 TRSIENT VOLTAGE PROTECTION: An R-C surge suppressor is
provided on the secondary side of the transformer to suppress transient
over voltage that may arise in the system R-C surge suppression circuits
are provided across each semi semiconductor device for whole storage
protection.
POWERPOWER CIRCUIT OPERATION:
The AC input to the transformer passes through the input fuses and contractor
the tape on the primary can be changed by the two rotary switch for coarse
and fine control of the DC o/p voltage from 104 to 138 VA 3 phase diode
bridge rectifier rectified the AC secondary voltage of the transformer into DC
which is supplied to the load and the battery the input power supply to the
transformer can be switched ON only when the rotary switch are in the
minimum o/p voltage position.

ROOF MOUNTAIN PACKAGES FOR AC COACHES

OPERATION FOR THE UNIT
STEP 1: Switch to the main supply by putting rotary switch RSW1in ON
position .This will cause the red, yellow & green (power supply) indication to
glow. This rotary switch should be switched OFF only in case of repair
/SERVICING OF the unit or control panel. This is necessary to ensure the
power supply to crank case heater even when the unit is OFF operation of the
achieved using RSW2.
STEP2: Check all the MCB’s are ON and the “power ON” (red) LED is ON
Also ensure that RSWS is at position comp1 and 2 ON.
STEP3: Switch on the UNIT by turning RSW2 to the ON position. This will
cause the green indication of blower to come on. i
STEP 4: Position RSW3 on auto position.
STEP 5: Select desired level of cooling /heating using three position rotary
switch RSW-4. The following table gives the value of the temperature
maintain corresponding to the position.

POSITION HEATING COOLING

LOW 190C 240C
MEDIUM 190C 240C
HIGH 190C 240C

In Vent selection of RSW-3 heating or cooling, are disabled and only the
blower is on:
In “low”, “medium”, or “high”, selection if temperature is below the
temperature selected for heating the heaters will get switched “ON” the heater
“ ON” green indication will come “ON” they will remain “ON” until the
desired
In the temperature is above the selected temperature the condenser fans
will start and their indications (green color leads) will come on and so the
green cool indication come ON after a delay varying between 2 to sequentially
and their green indication will come ON. This mode will continue till the
desired temperature will reached. Then the compressors and the condenser
fans will get switched OFF.
The unit will keep cycling in either mode to maintain the
selected temperature .To disable the operation of either her of the compressor
use RSWP(located inside the control panel) in the bottom left portion of
control panel above RSW1.
INTERLOCKS:
When following interlocks have been provided in the control panel:
a) If blower motor is not ON no other equipment can get switched
ON.
b) If Vane Relay is not ON Red “AIRLOSS”LED will glow and no
other equipment except the Blower can get switched ON.
c) Only if at least of one condenser FAN is ON the compressor can
get switched ON.
d) However if either condenser fan is defective one of the compressor
operation should be disable by using RSWS.
e) If heater is ON neither compressor can get switch ON heater can
get switched ON only both condenser fans are OFF.

DESCRIPTION OF CONTROL AND POWER CIRCUTIRY

AS PER SPECIFICATION:
The electrical circuit of AC package unit is divided into two sections.
1. Three phase AC power circuit at 415 VAC 50 HZ.
2. Single Phase control circuit at 110 VAC 50 HZ.

POWER CIRCUIT
The three phase 415 VAC 50 HZ power supply is used to operate two
hermetically sealed compressor. One double shaft blower motor is shown in
power diagram. The equipment are protected by using MCBS and Overload
relays.
(All motors and compressor are designed to operate on 415 VAC 3 phase, 50
HZ).

CONTROL CIRCUIT:
A step down transformer of 415 V/110 V is used to provide 110v AC signal
phase to circuit. The thermostat PCB, Hp, LP and other interlocking device
operate on control voltage for protection of various equipment. However, the
crank case heater of both compressor are operator on 415 VAC and are kept
is switched OFF. This is also ensure that the crank case lubricating oil of the
compressor is kept ware during OFF cycle and machine shout down so that
refrigerant does not migrate into the compressor crank case. This will ensure
that during compressor start up, no liquid refrigerant is present in the
compressor damage due to absence of lubricant.
Three stage thermostat e are provide for cooling and heating to
maintain 24, 24, 26 deg. C during summer (for cooling and 19, 19, 21 ºC
during winter (for heating) at low medium and high position of rotary switch
RSW4 respectively.

The control circuit is designed such that in case of power failure

the machine shut down and when the power is restores the machine restart
automatically.
The incoming power is indicated by three lights red yellow and
green. Using a normally ON status of each equipment is indicated by the
motors and overheat tripping in case of the heaters. In addition for the
compressor red indications are provided for LOW and HIGH PRESSURE
TRIP. Green lights indicate the manual /auto and heating /cooling status of the
unit.

SAFETY PROTECTION IN THE CONTROL PANNEL

Temperature protective thermostat (OHP) set at 200 deg. C. are provided on
each heating element to switch OFF power to the heater element in case the
surface temperature of the eater reaches 200deg.C.
Electro-pneumatic time delay relay are provided on each compressor to
ensure delay in starting of each compressor when power is switched “ON” and
to prevent both compressor starting at once.
TWO VANE RELAY are provided to ensure operation of condenser fans,
compressor or heaters only when the air is flow is present across the cooling
coil and the heating elements.
High pressure safety cut-out (HP) and low safety cut-out (LP) are provided
to switch OFF compressor when the high pressure exceed 420 PSIG or suction
pressure drop below 35 PSIG. The LP cut out is auto reset whereas HP cut out
is manual reset type.
Overload relay with built in single phasing protection are provided to
protect compressor, condenser fan and blower motors against single phasing
and overload.