VOCATIONAL TRAINING AT EASTERN

RAILWAY(Sealdah)

NAME : JOYITA CHATTERJEE

COLLEGE : UNIVERSITY OF ENGINEERING

AND MANAGEMENT,KOLKATA

DATE PLACE DEPARTMENT

SIGNATURE
27.06.2017 SSE/TL/SDAH
to
30.06.2017
01.07.2017 SSE/ACC/SDAH
to
04.07.2017
05.07.2017 SSE/E/G/SDAH-1
to
08.07.2017
 ACKNOWLEDGEMENT

This report has been prepared on the basis of two

weeks’ vocational training at EASTERN
RAILWAY SEALDAH DIVISION, from
27/06/2017 to 8/07/2017.During this period, I got
an opportunity to visualise the different works
done under the electrical department in this
division. This report has been made on the basis of
knowledge and experience gathered during the
training period. I am very thankful to the teachers
for giving us their time to teach us.
 UNIT-I
TRAIN LIGHTING SYSTEM
Train lighting is one of the most important passenger amenities which
influence the image of Railways. Although the first train ran on 16th
April 1853 from Bori Bandar to Thane, train lighting system came to
Indian Railways in 1930 through Axle driven Dynamo pioneered by
M/s J.Stone& Co.
Power supply system for trains are designed and developed to suit the
requirement of AC and non-AC working in the trains. Few factors
considered for development of such systems are as under:
• Coach load
• Speed of the train
• Weight of the equipments
• Available technology for reliable equipments
Indian Railways have been using following systems for power supply
in mail/exp trains:
• Self-generating
• Mid-on-generation
• End-on-generation
• Head-on-generation
1. Self-generating
o Axle driven system working on 24 V DC
o Axle driven system working on 110V DC
2. Mid-on-generation
 o MOG with 415 V, 3 phase generation and 110V AC
utilization
3. End-on-generation
o EOG with 415 V, 3 phase generation and 110V AC
utilization
o EOG with 750 V, 3 phase generation and 415V& 110V AC
utilization
4. Head-on-generation (HOG)
Power feeding from OHE for lighting loads (EMUs):
o 750 V DC -- light & fan works on 110 V AC
o 1500 V DC -- light & fan works on 110 V AC.
o 25 KV -- light & fan works on 141 V AC
Power feeding from HOG for Hotel Loads (Loco):
• Hotel load power taken from Electric / Diesel Locomotive.
• Hotel load power supply taken directly from OHE through a
separate pantograph mounted on the power car.
Self Generation System:

Fig: Axle driven system

The power supply arrangement of SG coach has an under slung
4.5kW brushless alternator, which is driven by the running axles of
the coach with the V-belt
belts of the coach. The voltage of the alternator
which varies with the speed of the train is regulated with the help of
RRU or ERRU and converted to 110V DC and is used for charging
the battery. The electrical load of the coach
coach is supplied through the
110V DC battery at halt.
The load is fed through four rotary switches(RSW) and fuses
connecting circuits L1, L2, F and SPM which are present inside the
junction box.L1 .L1 feeds the essential
essential lighting loads like
lavatories,gangways,doorways and upto 50%of light in each
compartment/bays corridor lights and night lights,L2 feeds remaining
lighting loads, F feeds the fan load, and SPM feeds the emergency
feed terminals (EFT).An external battery charging terminal is
provided to charge the battery from an external charger,if battery is in
rundown condition due to failure of alternator.
Advantages:
• The system is independent of mode of traction.
• As each coach has battery, so no additional source is required.
• The problem / defect in any particular coach do not affect the
others.
• System can be designed to suit for its specific requirement.
• It gives better flexibility in rake formation; majority of SG type
coach is more.
Disadvantages:
• The electrical load of the coach is restricted by the limitation of
capacity of generation i.e. 2 x 25 kW per coach at present.
• The power is not generated during standing or slow movement
of the train, therefore bulky batteries are provided.
• There is no standby source for alternator and batteries, so
system became poor reliability.
• The system requires the extensive maintenance of alternator,
batteries, belts, tensioning device etc.
• The system has very poor efficiency of 57% for power it
receives from the locomotive.
EOG (End-on – generation)
The EOG system is used in Rajdhani and Shatabdi type trains which
have only AC coaches and have large power requirement. Each EOG
train has 2 power cars with 2 x 250kWalternator each. The power is
fed by any two DA sets through IVC. The power is supplied at 3 Φ,
750 V, which is stepped down in individual coach to 3 Φ, 415 V for
supplying various loads like RMPU, WRA etc. The 110V AC supply
for lights and fans is obtained by further stepping down the 415 V
supply. A 24 V battery is used for supplying a few emergency lights
provided in the coach.

Fig:General layout of EOG Power Car

Advantages:
• With the development of high capacity power cars, 2 x 336 kW
power is available from each power car.
• The system does not require use of bulky batteries and
alternators in individual coaches.
• The system has higher reliability due to standby DA sets and
reduced number of equipments.
• Due to elimination of heavy equipments, the dead weight of the
coach is reduced.
• The system is independent of type of traction i.e. diesel or
electric locomotive.
• The system has better energy efficiency as compared to self-
generating system.
• Low maintenance.
Disadvantages:
• The cost of energy is high due to high fuel cost.
• Even with 750 V, 3Φ, there is still an effect of voltage drop at
farthest end of the train.
• Noise and smoke pollution is generated from power cars.
• The passenger carrying capacity of the train is reduced due to
provision of power car.

MOG (Mid-on–generation)

The MOG system was adopted by IR for slow moving passenger

trains which have very low generation to non-generation ratio. These
trains had one power car in the middle of the train, which fed power
supply to the coaches at either side of power car. The power car
coachhad two DA set of 30 KVA each out of which one was used as
standby. The power car coach also had one 3 Φ, 30 kVA step down
transformer of 415/110 v. The 110 v AC supplied to the coaches
through couplers.
The system has discontinued after introduction of EMU and DMU
service.

Fig: General layout of MOG Power Car

Advantages:
• The system was most suitable for slow moving branch line
passenger trains.
• Light and fan of all the coaches had centralized control in power
car coach.
• Fan and lights were working on AC supply.
• There was no need for stand by batteries in the coaches.
Disadvantages:
• There was noise and smoke pollution due to DA set working.
• The operator was required in power car coach.
• Some valuable passenger spaces was occupied by DA sets.
HOG (Head- on- generation ):
• The HOG scheme is widely used power supply by Railways
world over. The power supply system for the coaches is either
received from locomotive or it is directly tapped from traction
overhead lines into the power cars.
• The system is considered to provide cost effective, reliable and
energy efficient supply system for coaches.

The HOG scheme can be considered with following two options:

• Hotel load power taken from Electric / Diesel Locomotive.
• Hotel load power supply taken directly from OHE through a
separate pantograph mounted on the power car.
Second system is not considered technically feasible for Indian
Railways due to some limitations.
HOG scheme where power is taken from Electric / Diesel
Locomotive:
The power supply is received directly from locomotive through
couplers. The supply from locomotive can be a 750 v, 3 Φ supply or a
1 Φ supply at variable voltage of 750 V. The power supply received
from loco is regulated and stepped down in individual AC coaches,
with the help of converters to provide a regulated 415 v, 3 Φ supply.
Similarly in AC coaches, power supply from locomotive can be
stepped down and regulated to provide 1 Φ, 110 v AC supply. One
power car with stand by DA sets is also used in the train, which can
supply power to the coaches in case of failure of locomotive.
Advantages:
• Cheaper cost of power as compared to EOG & SG system.
 • Pollution is less as compared to EOG system.
• One power car may be replaced by trailer coach, revenue
increased.
• Escorting staff will be reduced for one power car.
• Net dead weight of the train is reduced as compared to SG sys.
• HOG type AC coaches can be used in EOG type trains.
• This system is compatible for diesel and electric traction.
• Maintenance cost of HOG system coaches is lower as compared
to SG coaches.
Disadvantages:
• While working with electric locomotive there are power
interruptions for short durations to various electrical equipments
except lights while through neutral section.
• One power car is still required for supplying power during
failure of OHE supply or locomotive etc.
• HOG type coaches require rake integrity of coaches similar to
EOG system.
Conclusion:
This HOG scheme is under development. The following options for
developments of HOG scheme can be considered for adoption:
• HOG scheme with individual coach converter.
• HOG scheme with bulk converter.
BRUSHLESS ALTERNATOR
• 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.

Fig: Alternators used in coaches

RECTIFIER CUM REGULATOR
• 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
4.5KW, 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

Fig:Rectifier cum Regulator Unit

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 steps 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
Zenerbreak 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, thereby 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 passesthrough these winding subjects to the command from
the voltage and currentsensing 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
polarityopposite 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 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 tobattery and load.
• When the coach is stationary, the output of the alternator and ET is
zero.
• When the coach starts moving, due to residual magnetism the
alternator starts generating.
• The output of the ET increases and it gives a positive feedback to
the field.
• The output voltage of the alternator goes on increasing based on the
increase in speed of the alternator. The output of the alternator
increases up to the voltage setting of the voltage detector. If the output
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 output 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.
ELECTRONIC RECTIFIER CUM REGULATOR UNIT
• 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, output current, Battery
charging current and field current.
• The block diagram of the ERRU is shown below.
• The main components used in the ERRU is:-
1. Universal voltage controller(UVC) 2. Isopack 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
directlymounted on the heat sink without insulation. The 3 phase AC
output of the alternator is rectified by this diode module. A capacitor
unit protected the diode module against surges.
Hall effect sensor
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 output 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.

Fig:ERRU

Earthing in a coach and troubleshooting earth on coachwiring

• 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.

• 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.
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.
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.
Both lamps glow equally means the coach is healthy.
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 isin 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.
BRAKING SYSTEM
Air Brake freight stocks on Indian Railway are fitted with
with single pipe/
twin pipe graduated release air brake system. Air brake system is
most efficient and reliable braking system used to run heavy and long
trains at high speeds.

This diagram shows the condition of the brake cylinder, triple valve and auxiliary
reservoir in the brake release position.

The driver has placed the brake valve in the "Release" position.
Pressure in the brake pipe is rising and enters the triple valve on each
car, pushing the slide valve provided inside the triple valve to the left.
The movement of the slide valve allows a "feed groove" above it to
open between the brake pipe and the auxiliary reservoir, and another
connection below it to open between the brake cylinder and an
exhaust port. The feed groove allows brake pipe air pressure to enter
the auxiliary reservoir and it will recharge it until its pressure is the
same as that in the brake pipe. At the same time, the connection at the
bottom of the slide valve will allow any air pressure in the brake
cylinder to escape through
rough the exhaust port to atmosphere. As the air
escapes, the spring in the cylinder will push the piston back and cause
the brake blocks to be removed from contact with the wheels. The
train brakes are now released and the auxiliary reservoirs are being
replenished
eplenished ready for another brake application.
This diagram below shows the condition of the brake cylinder, triple valve and auxiliary
reservoir in the brake application position.

The driver has placed the brake valve in the "Application" position.
This causes air pressure in the brake pipe to escape. The loss of
pressure is detected by the slide valve in the triple valve. Because the
pressure on one side (the brake pipe side) of the valve has fallen, the
auxiliary reservoir pressure on the other side has pushed the valve
(towards the right) so that the feed groove over the valve is closed.
The connection between the brake cylinder and the exhaust
underneath the slide valve has also been closed. At the same time a
connection between the auxiliary reservoir and the brake cylinder has
been opened. Auxiliary reservoir air now feeds through into the brake
cylinder. The air pressure forces the piston to move against the spring
pressure and causes the brake blocks to be applied to the wheels. Air
will continue to pass from the auxiliary reservoir to the brake cylinder
until the pressure in both is equal. This is the maximum pressure the
brake cylinder will obtain and is equivalent to a full application. To
get a full application with a reasonable volume of air, the volume of
the brake cylinder is usually about 40% of that of the auxiliary
reservoir.
EMU,DMU,MEMU
An electric multiple unit or EMU is a multiple unit train consisting
of self-propelled carriages, using electricity as the motive power. An
EMU requires no separate locomotive, as electric traction motors are
incorporated within one or a number of the carriages. Most EMUs are
used for passenger trains, but some have been built or converted for
specialised non-passenger roles, such as carrying mail or luggage, or
in departmental use, for example as de-icing trains. An EMU is
usually formed of two or more semi-permanently coupled carriages,
but electrically powered single-unit railcars are also generally classed
as EMUs.
A diesel multiple unit or DMU is a multiple-unit train powered by
on-board diesel engines. A DMU requires no separate locomotive, as
the engines are incorporated into one or more of the carriages. They
may also be referred to as a railcar or railmotor, depending on
country. Diesel-powered units may be further classified by their
transmission type: diesel–electric (DEMU), diesel–mechanical
(DMMU) or diesel–hydraulic (DHMU).
MEMU system uses Mainline Electrical Multiple Units(MEMU)
operating on Alternating Current (AC) drawn from over-head
cables through the catenary system.

PANTOGRAPH
Pantograph is an apparatus which mounted on the roof of electric
train to collect power through with an overhead tension wire. It
works on the basis of the wire tension. Typically a single wire is used
with the return current running through the track. It is a common
type of current collector. Typically, a single wire is used, with the
return current running through the track.
The electric transmission system for modern electric rail systems
consists of an upper, weight-carrying wire (known as a catenary) from
which is suspended a contact wire. The pantograph is spring-loaded
and pushes a contact shoe up against the underside of the contact wire
to draw the electricity needed to run the train. The steel rails of the
tracks act as the electrical return. As the train moves, the contact shoe
slides along the wire and can set up acoustical standing waves in the
wires which break the contact and degrade current collection. This
means that on some systems adjacent pantographs are not permitted.
Pantographs with overhead wires are now the dominant form of
current collection for modern electric trains because, although more
fragile than a third-rail system, they allow the use of higher voltages.
Pantographs are typically operated by compressed air from the
vehicle’s braking system, either to raise the unit and hold it against
the conductor or, when springs are used to effect the extension, to
lower it. As a precaution against loss of pressure in the second case,
the arm is held in the down position by a catch. For high-voltage
systems, the same air supply is used to “blow out” the electric
arc when roof-mounted circuit breakers are used.
Pantographs may have either a single or a double arm. Double-arm
pantographs are usually heavier, requiring more power to raise and
lower, but may also be more fault-tolerant.
TERMS TO REMEMBER
1. Bogie: The subassembly to which the wheels are attached and
on which the coach rests. It has springs and brake gear and little
else. It’s also called a truck. There are two of them.
2. Coach: The full unit in which passengers travel, including the
two bogies. It may also be called a car.
3. Compartment: Any of several sections inside the coach that are
separated in some manner.
4. Cabin: A compartment that is private and can be closed off to
the rest of the coach, as in I AC or old First Class coaches.
5. Coupe: A cabin meant for only two passengers (think couple).
 UNIT-II
AIR CONDITIONING SYSTEM
INTRODUCTION
Passengers in a railway travel are adversely affected by
infiltration of air unpleasantly laden with dust due to open
windows. This is more so in case of high speed passenger
carrying trains. Secondly for a tropical country like India, the
temperature varies from 46 degree C during summer to 2 degree
C during winter. Airconditioning of railway coaches is,
therefore, necessary for the maximum comfort and well being of
passengers in a railway travel. In keeping with modern trend,
airconditioning of coaches for upper class travellers and lately
even for lower class travellers has been introduced by the Indian
Railways.
ICF coaches
ICF stands for "Integral Coach Factory" which is one of the
railways' main coach production plants. The Integral Coach
Factory is located in Perambur near Chennai.
LHB coaches
In 1999, the railways imported a set of coaches from Linke-
Hoffman-Busch (Now a part of Alstom) for testing and use in
India. After a few glitches, they slowly began to gain
popularity. Today, LHB coaches are manufactured by the Rail
Coach Factory (Kapurthala) under a Transfer of Technology
agreement.
LHB coaches are characterised by a sleeker finish than ICF
coaches, better suspension, sound reduction and ride quality, not
to mention significantly larger windows that lack the heavy
tinting seen in the most ICF AC coaches. They are also a safer
than ICF coaches in the event of an accident or collision. LHB
coaches are longer than ICF coaches, and seat layouts in LHB
and ICF coaches differ.

CLASSIFICATION OF AC COACHES

There are two rating of alternators for AC coaches-

coaches- 18kW &
25kW. 18kW is used in under slung(conventional type)
coaches & 25kW is used in RMPU coaches.
The Roof Mounted A/C package Unit shall be suitable to work
from 415V AC, 3 phase, 50 Hz power supply obtained from DG
Sets installed in generator car on EOG type AC coaches or 25
KVA inverter on SG type AC coaches. The controller shall
work on 110 V DC.This Controller for Roof Mounted Package
Unit is a Microcontroller based unit developed to control the
sub-systems of the RMPU automatically according to the
Heating, Ventilation and Air-Conditioning (HVAC) algorithm
to provide accurate control thus resulting in comfort to
passengers.

Fig: Standard RMPU Unit

DESCRIPTION OF POWER SUPPLY
SG (Self generating)
The electrical power for the self-generating type of coaches is
derived from the alternator mounted on bogie of the coach and
driven by the axle through 'V belt drive as long as the coach is in
motion at the minimum full load output (MFO) speed of the
alternator. During stationary or when the coach is running at less
than MFO speed the entire coach load is met by the battery of
800AH(for 18KW) and 1100AH(for 25KW) capacity. Provision
for charging and precooling the coach from external supply has
been made by means of battery charger, 200A rating mounted
on the coach under frame. Two numbers of 415 V, 3 phase, ac,
 precooling sockets have been provided diagonally on the end
walls. The alternator working in association with rectifier cum
regulator gives an output of 18 KW at 110 V DC in the
underslung type of AC coach, whereas the alternator capacity is
25KW in the RMPU AC coach. One alternator set per AC plant
has been fitted in the self-generating type AC coaches.
EOG (End-on – generation)
The electrical power supply for end on generation type AC
coaches is derived from separate generator cars marshalled at
the ends of the train formation, with generation and transmission
voltage of 415 V, 3 phase AC. The power for individual coaches
is tapped by means of rotary switch from any one of the double
feeders running along the coach leading from the power cars,
and coupled between coaches by means of inter-vehicular
couplers. The air-conditioning equipment works at 415V, 3
phase AC supply and train lighting equipment works at 110V
AC. Instead of using batteries for separate coaches, we use
power cars.
Drawback of conventional type AC coaches:
It has open type of compressor system, so…
• More spacious, heavy weight, more maintenance cost.
• More leakage problem from pipes and joints.
• More man power required.
• Consuming more, less energy efficient.
Features of RMPU type AC coaches:
• Light in weight.
• low cost of installation
• no water leakage
 • Hermetically sealed compressor, so no out side fittings.
• Use of 3 phase induction motor, less maintenance cost.
• No chance of damage by CRO and flash flood etc.
• More energy efficient, modern technology and excellent
performance.
NUMBERING SYSTEM IN AC RAILWAYS
Every train in India has this sort of number inscribed on its
coaches. These are generally 4,5 or 6 digit number out of which
the first 2 digits signify the year of production. The remaining
numbers in the digit signify the type of train whether its AC
special or sleeper.
001-025: AC First Class
025-050: Composite 1st AC +AC-2T
050-100: AC 2T
101-150: AC 3T
151-200: AC Chair Car
201-400: Sleeper 2nd Class
401-600: General Second Class
601-700: 2L Sitting Jan Shatabdi Chair Car
701-800: Sitting Cum Luggage Rake

POWER OF AN AC
A ton, as used in the HVAC field, is a term that describes how much
heat the AC unit can remove from a home in one hour. The
measurement for heat is the British thermal unit (BTU). One tonof air
conditioning can remove 12,000 BTUs of air per hour.
MOTORS IN AC COACHES
There are 14 motors in each AC coach and the power supplied is
415V AC.
Compressor motor- 4 in quantity.These are mainly used for braking
purposes.
Blower motor - 2 in quantity.It cools the resistors used for braking
purposes.
Water Pumps - 2 in quantity. These are used for cooling the
generators in the power cars.
Exhaust Fan-2 in quantity.The primary purpose for having an exhaust
fan is to extract the hot air out of the power car.
Condenser Motor-4 in quantity.The condenser serves the function of
extracting the heat absorbed by the refrigerant vapour in the
evaporator and the heat absorbed during the compression process.
BATTERY CHARGERS IN AC COACHES
1>RBC (Regulated Battery Charger)-Most of the Battery operated
systems in Railways require Battery to remain under charged
condition for proper operation of actual load. As the electricity supply
utilities cannot be directly given to batteries for charging, converters
are employed which will convert the utility supply to required DC
voltage and current.The i/p AC supply is converted to DC by
converter. This is fed to inverter, which converts DC voltage to AC
voltage. The o/p transformer steps down the Inverted AC voltage to
required voltage level. A Bridge rectifier at the secondary side of the
Transformer rectifies the AC to DC(110 volt), used for Battery
charging as well as to load also. This 6.5 KW Regulated Battery
Charger was specially developed for AC coaches.
2>EBC(Emergency Battery Charger)-Used to provide electricity
during emergency purposes.
PANTRY CAR
Pantry cars are separate coaches attached to a train mostly between
AC coaches and sleeper coaches which have a mini kitchen where all
the basic kitchen works can be done. From here most of the food is
prepared and served.
The electrical appliances in a pantry car include:-
1>Heater coil-4 spiral coils , each of a 2kW rating, which works on
the principle of induction.
2>9 coils at the end of the table of the pantry car,1.1kW each.
3>Insect killer box
4>Exhaust fan
5>Hot cases(works at 75 degrees for storing foods and keeping it hot)
6>Water drums
7>Bottle coolers
8>Toasters
WORKING IN EOG SYSTEM

Power cars generate electricity. There are two power cars in an EOG
train-DG Set A and DG Set B. (DG-diesel generator).Each DG set
consists of an alternator(385A,500KVA) and an engine. At first, the
engine will rotate and then simultaneously, the alternator will also
rotate. Therefore, in order to rotate the engine initially, a 24 volt
starter motor,consisting of three 8 volt batteries, is required. As soon
as the starter motor rotates, engine starts rotating because of the gear
connection between the starter motor and the engine, combustion
begins, piston starts moving up and down and alternator starts
rotating, thereby generating 750 volt AC. The generated voltage thus
directly goes to the panel board by means of 3 phase and 1 neutral
wire.
In order to cool the generator, power cars contain a radiator of 200
litres capacity, which supplies water to the water lines, thereby
helping in cooling. The hot water is extracted with the help of a water
pump connected with the generator, cooled with the help of a 40HP
motor fan, and returns again to the radiator, thus continuing the cycle.
There are two 47.5 HP exhaust fans for extracting the hot air from the
power car.
For combustion of fuel, oxygen is required. So, air is taken from
outside,filtered,and goes to the engine with the help of one side of the
turbo.The smoke, thus generated after combustion is released through
the other side of the turbo

Fig: Inside the power panel

 Fig: Power Panel
WORKING IN SG SYSTEM
In a SG AC train, we have 2 alternators with a set of 28 cells
each.(that is, a total of 56 cells).The total connection of the alternators
and cells is shown below:
The voltage present here goes to the gear. Gear consists of alternator battery and
invertor. When the gear for alternator battery will be turned on, the voltage will
pass through to the circuit
cuit set of lights (110 V DC).The
The setup also contains a
2kVA transformer at the left(415V AC/110 V AC) and supplies power to fans,
mobile chargers.. So for this, we need to switch on the inverter gear. When
invertor gear is turned on,supply will reach to two AC plants at the two ends of
the SG coach.

Fig: MCB for lights,

l water pumps, fans

CONTROL PANEL OF AC COACH

COA
Rotary Switch in the control panel: High ampere current cannot be
carried by a switcher. For this, we need a rotary switch. As the
inverter is turned on, we get a 3 phase supply in the rotary switch. As
the switch is turned on, MCB receives the voltage and is carried by 3
buses to overload relays, to the motors and to the contactors as shown
above.
When the machine is in automatic mode, the temperature is tested by
a thermostat. If the temperature is at 25 degrees, compressor is on, but
at 23 degrees, compressor stops and blower flows, and at 19 degrees,
the heater gets turned on.Thus, there are two settings for cooling at 25
and 23 degrees and for heating at 21 and 19 degrees respectively.
The evaporator unit consists of a thermostatic expansion valve, a heat
exchanger, a resistance heating unit and centrifugal blower driven by
a motor The thermostatic expansion valve controls quantity of high
pressure liquid refrigerant and allow to expand to a lower pressure
corresponding to the load demand The expanded refrigerant passes
through the distributor into the heat exchanger consisting of finned
copper tubes. The return air from the air conditioned compartment (75
%) is mixed with fresh air (25%) and this mixture is drawn through
the heat exchanger, where heat in the air is transferred to the cool
refrigerant causing cooling of the air and the evaporation of the
refrigerant inside the tubes. The cooled air is led through the ducting
to the various compartments and diffused by means of air diffusers
Filters are provided in the fresh air and return air path to eliminate
dust. When the outside ambient temperature is very low, heater is
switched on according to the setting of the thermostats.
 UNIT-III
POWER HOUSE

INTRODUCTION:
A substation is a part of an electrical generation, transmission and
distribution system. Substations transform the voltage from high to
low or reverse or any of several other important functions. Electric
power may flow through several substations between generating plant
and consumer, and its voltage may change in several steps.

In Sealdah Power House, the control is divided in two sections:-

HIGH TENSION SECTION
LOW TENSION SECTION
Low tension (LT) section are the lines that have low voltage (less than
1kV) and high current distribution (eg.230V/440V).The power
supplying to our household applications are at LT. It is used to
transmit power at very small distances and uses thicker conductors.
High tension(HT) section are the lines that are using much higher
voltages (11kV,33kV,66kV,110kV etc) .It is used to transmit power
to large distances by increasing voltage and decreasing current,so as
to reduce I^2 R losses. HT lines use thinner conductors than LT line.
Indoor Substation
A substation in which the apparatus is equipped inside the substation
building is called indoor substation. Such type of substation is mainly
used for the voltage up to 11000 v, but when the surrounding air is
contaminated by impurities such as metal corroding gases and fumes,
conductive dust, etc., their voltage can be raised up to 33000 V to
66000 V.
Outdoor Substation
A substation which is used for all voltage levels between 55 KV to
765 KV is called outdoor substation. Such type of substation requires
less time for construction but uses more space. The outdoor
substations are mainly classified into two types, namely pole-mounted
substation and foundation-mounted substations.
Here, we will mainly deal with the power house( indoor substation).
Main Components of 11kV Substation
The main components of the power house are:-
1>Transformers (300 KVA and 500 KVA)
2>Circuit Breakers- A circuit breaker is an automatically operated
electrical switch designed to protect an electrical circuit from damage
caused by excess current, typically resulting from an overload or
shortcircuit(Air circuit breakers in L.T. side and vacuum circuit
breakers in H.T. side).
3>Relays - An electromagnetic switch operated by a relatively
small electric current that can turn on or off a much larger electric
current. The heart of a relay is an electromagnet, a coil of wire that
becomes a temporary magnet when electricity flows through it (Earth
fault relay and Over Current Relay in Sealdah Power House).
4>Bus Coupler–It is a device which is used to couple onebus to the
other without any interruption in power supply and without creating
hazardous arcs.
5>Hooter/Alarm
6>Lightning Arrester - The lightning arrester is a protective device
which protects the system from lightning effects. It has two terminals
one is high voltage and the other is the ground voltage. The high
voltage terminal is connected to the transmission line and the ground
terminal passes the high voltage surges to earth.
7>CT Metering – The metering CT measure and records the current
when their secondary terminal is connected to the metering equipment
panel.
8>Capacitor Bank – The capacitor bank consists series or parallel
connection of the capacitor. The main function of the capacitor bank
is to improve the power factor of the line. It draws the leading current
to the line by reducing the reactive component of the circuit.
9>Isolator – The isolator connects or disconnects the incoming
circuit when the supply is already interrupted. It is also used for
breaking the charging current of the transmission line. The isolator is
placed on the supply side of the circuit breaker so that the circuit
breaker isolated from the live parts of the maintenance.

In Kolkata, power supply to the trains originally come from

CESC(Calcutta Electric State Corporation). A 6000 Volt line enters
the power house and is converted to 415 volt AC with the help of a
step down transformer.This 415 volt AC supply( 3 phases,1 neutral) is
the requirement of the trains while one of the phases are taken to the
household( 1 phase, 1 neutral).The OCB( oil circuit breaker) of CESC
consists of two sensors because of double transmission lines.
Whenever there is a fault in one line, the RMU( ring main unit) sends
a signal to one of the sensors and the other power line gets activated.
Fig: Power supply from CESC
Fig: Images of Sealdah Power
A power transformer is used in the power house.A power transformer
is an electrical device that transfers electrical energy from one circuit
to another by electromagnetic induction (also called transformer
action). It is most often used to step up or step down voltage levels.
Generally, the primary side of the transformer in power stations is
delta connected and the secondary side is star connected. The
advantages of using transformer's primary as delta are:-
1) The line current gets divided by √3 and hence the cross-sectional
area of the conductor to be used in each of the three phases of the
primary winding will be reduced. Thus, copper is saved.
2) Delta connection provides a path for the third order harmonic
current and hence no distortion because of it.

Fig: Components of a Transformer

Basic Parts of a Transformer

These are the basic components of a transformer.
1. Laminated core
2. Windings
 3. Insulating materials
4. Transformer oil
5. Tap changer
6. Conservator
7. Breather
8. Cooling tubes
9. Buchholz Relay
10.Explosion vent
Of the above, the first four are found in almost all the transformers,
whereas the rest are found only in transformers that are more than 50
KVA.
CORE
The core is used to support the windings in the transformer. It also
provides a low reluctance path to the flow of magnetic flux. It is made
of laminated soft iron core in order to reduce eddy current loss and
Hysteresis loss. The composition of a transformer core depends on
such factors as voltage, current, and frequency. The diameter of the
transformer core is directly proportional to copper loss and is
inversely proportional to iron loss. If the diameter of the core is
decreased, the weight of the steel in the core is reduced, which leads
to less core loss of the transformer and the copper loss increase. When
the diameter of the core is increased, the opposite occurs.

CORE
Windings
There are two windings wound over the transformer core that are
insulated from each other. Windings consists of several turns of
copper coils bundled together, and each bundle is connected in series
to form a winding.
Windings can be classified in two different ways:
1. Based on the input and output supply
2. Based on the voltage range
Within the input/output supply classification, windings are further
categorized:
1. Primary windings - These are the windings to which the input
voltage is applied.
2. Secondary windings - These are the windings to which the
output voltage is applied.
Within the voltage range classification, windings are further
categorized:
1. High voltage winding - These are made of copper coil. The
number of turns is the multiple of the number of turns in the low
voltage windings. The copper coils are thinner than those of the
low voltage windings.
2. Low voltage windings - These have fewer turns than the high
voltage windings. It is made of thick copper conductors. This is
because the current in the low voltage windings is higher than
that of high voltage windings.
Transformers can be supplied from either low voltage (LV) or high
voltage (HV) windings based on the requirement.
**>Why Are Windings Made of Copper?
 • Copper has high conductivity. This minimizes losses as well as
the amount of copper needed for the winding (volume & weight
of winding).
• Copper has high ductility. This means it is easy to bend
conductors into tight windings around the transformer's core,
thus minimizing the amount of copper needed as well as the
overall volume of the winding.
Insulating Materials
Insulating paper and cardboard are used in transformers to isolate
primary and secondary windings from each other and from the
transformer core.
Transformer oil is another insulating material. Transformer oil can
actually have two functions: in addition to insulating it can also work
to cool the core and coil assembly. The transformer's core and
windings must be completely immersed in the oil. Normally,
hydrocarbon mineral oils are used as transformer oil. Oil
contamination is a serious problem because contamination robs the oil
of its dielectric properties and renders it useless as an insulating
medium.
Parts of the Transformer
Conservator
The conservator conserves the transformer oil. It is an airtight,
metallic, cylindrical drum that is fitted above the transformer. The
conservator tank is vented to the atmosphere at the top, and the
normal oil level is approximately in the middle of the conservator to
allow the oil to expand and contract as the temperature varies. The
conservator is connected
onnected to the main tank inside the transformer,
which is completely filled with transformer oil through a pipeline.
Breather
The breather controls the moisture level in the transformer. Moisture
can arise when temperature variations cause expansion and
contraction of the insulating oil, which then causes the pressure to
change inside the conservator. Pressure changes are balanced by a
flow of atmospheric air in and out of the conservator, which is how
moisture can enter the system.
If the insulating oil encounters moisture, it can affect the paper
insulation or may even lead to internal faults. Therefore, it is
necessary that the air entering the tank is moisture
moisture-free.
The transformer's breather is a cylindrical container that is filled with
silica gel. When
hen the atmospheric air passes through the silica gel of
the breather, the air's moisture is absorbed by the silica crystals. The
breather acts like an air filter for the transformer and controls the
moisture level inside a transformer
transformer.

Fig: Breather
Tap Changer
The output voltage may vary according to the input voltage and the
load. During loaded conditions, the voltage on the output terminal
decreases, whereas during off-load conditions the output voltage
increases. In order to balance the voltage variations, tap changers are
used. Tap changers can be either on-load tap changers or off-load tap
changers. In an on-load tap changer, the tapping can be changed
without isolating the transformer from the supply. In an off-load tap
changer, it is done after disconnecting the transformer. Automatic tap
changers are also available.

Fig: Tap Changer

Cooling Tubes
Cooling tubes are used to cool the transformer oil. The transformer oil
is circulated through the cooling tubes. The circulation of the oil may
either be natural or forced. In natural circulation, when the
temperature of the oil rises the hot oil naturally rises to the top and the
cold oil sinks downward. Thus the oil naturally circulates through the
tubes. In forced circulation, an external pump is used to circulate the
oil.
Buchholz Relay
The Buchholz Relay is a protective device container housed over the
connecting pipe from the main tank to the conservator tank. It is used
to sense the faults occurring inside the transformer. It is a simple relay
that operates by the gases emitted due to the decomposition of
transformer oil during internal faults. It helps in sensing and
protecting the transformer from internal faults.
Explosion Vent
The explosion vent is used to expel boiling oil in the transformer
during heavy internal faults in order to avoid the explosion of the
transformer. During heavy faults, the oil rushes out of the vent. The
level of the explosion vent is normally maintained above the level of
the conservatory tank.
TESTING OF EARTH
For testing the earth wire, we need to touch it with the phase.
a>If spark occurs, then the earth connection is perfectly all right.
b>If no spark occurs, then the earth connection is faulty.
TESTING OF PHASE AND NEUTRAL
For testing phase and neutral, connect neon tester. If the tester gives a
red or green light on any wire, that wire is phase and the other wire
will be neutral.
TESTING OF MCB
There is a problem of short circuit when fuse point does not go up.
There is a problem of open circuit when the fuse point goes up at
once.
 Fig: Laundry Sub-Station
Sub

BOILER
A boiler or steam generator is a device used to create steam by
applying heat energy to water. The steam generator or boiler is an
integral component of a steam engine when considered as a prime
mover.. However it needs be treated separately, as to some extent a
variety of generator types can be combined with a variety of engine
units. A boiler incorporates a firebox or furnace in order to burn the
fuel and generate heat. The generated heat is transferred to water to
make steam, the process of boiling. This produces saturated steam at a
rate which can vary according to the pressure above the boiling water.
The higher the furnace temperature, the faster the steam production.
The saturated steam thus produced can then either be used
immediately to produce power via a turbine and alternator, or else
may be further superheated to a higher temperature; this notably
reduces suspended water content making a given volume of steam
produce more work and creates a greater temperature gradient, which
helps reduce the potential to form condensation. Any remaining heat
in the combustion gases can then either be evacuated or made to pass
through an economiser, the role of which is to warm the feed
water before it reaches the boiler.

Fig: Schematic diagram of a boiler

The figure below shows the control panel for the boiler. This
connection goes to the two boilers.When the circuit is turned on,
either of the two boilers will start operating.
Fig: Control Panel
Fig: Industrial Boiler
Some additional flowcharts related to washing are as follows:
follows:-

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