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Seminar Report
on
AIR CONDITIONING & TRAIN LIGHTING
INDIAN RAILWAY(NWR)
Submitted in partial fulfillment of requirements for the degree of
BACHELOR OF TECHNOLOGY
by
KAUSHLENDRA SINGH
JECRC/SL/SL0685
Session: 2014-15
1
ACKNOWLEDGEMENT
I have taken efforts in this project. However, it would not have been possible without the kind
support and help of many individuals and organizations. I would like to extend my sincere thanks
to all of them.
I am highly indebted to (SH. S.K.CHHABDA & SH. S.K.YADAV) for their guidance and
constant supervision as well as for providing necessary information regarding the project & also
for their support in completing the project.I would like to express my gratitude towards my
parents & member of (North-Western Indian Railway) for their kind co-operation and
encouragement which help me in completion of this project.
I would like to express my special gratitude and thanks to industry persons for giving me such
attention and time.
My thanks and appreciations also go to my colleague in developing the project and people who
have willingly helped me out with their abilities.
KAUSHLENDRA SINGH
JECRC/SL/SL0685
2
TABLE OF CONTENTS
S.NO. CONTENTS PAGE
NO.
Railway introduction 4
9. Rake links 37
3
Indian Railways
4
INTRODUCTION
INDIAN RAILWAYS , is the central government-owned railway company of India, which owns
and operates most of the country's rail transport. It is overseen by the Ministry of Railways of the
Government of India.
Indian Railways has more than 64,215 kilometres (39,901 mi) of track and 7,083 stations. It has the
world's fourth largest railway network after those of the United States, Russia and China. The railways
traverse the length and breadth of the country and carry over 30 million passengers and 2.8 million tons
of freight daily. It is one of the world's largest commercial or utility employers with more than
1.6 million employees. As to rolling stock , IR owns over 230,000 (freight) wagons, 60,000 coaches and
9,000 locomotives.
Railways were first introduced to India in 1853. By 1947, the year of India ' s independence, there
were forty-two rail systems. In 1951 the systems were nationalised as one unit, becoming one of the
largest networks in the world. IR operates both long distance and suburban rail systems on a multi-gauge
network of broad , metre and narrow gauges. It also owns locomotive and coach production facilities.
Railway zones
Indian Railways is divided into zones, which are further sub-divided into divisions. The number
of zones in Indian Railways increased from six to eight in 1951, nine in 1952, and finally 17 in 2010.
Each zonal railway is made up of a certain number of
divisions, each having a divisional headquarters. There
are a total of sixty-seven divisions.[ 10 ][ 11 ]
5
Sl. Date
Name Abbr. Headquarters Divisions
No Established
1951,
1. Central CR Mumbai Mumbai , Bhusawal , Pune , Solapur , Nagpur
November 5
3. East Coast ECoR 2003, April 1 Bhubaneswar Khurda Road , Sambalpur , Visakhapatnam
North
5. NCR 2003, April 1 Allahabad Allahabad , Agra , Jhansi
Central
North
6. NER 1952 Gorakhpur Izzatnagar , Lucknow , Varanasi
Eastern
Northeast
8. NFR 1958,15th Jan Guwahati Alipurduar, Katihar , Rangia , Lumding, Tinsukia
Frontier
1952, April
9. Northern NR Delhi Delhi , Ambala , Firozpur, Lucknow , Moradabad
14
South East
11. SECR 2003, April 1 Bilaspur Bilaspur , Raipur , Nagpur
Central
South
12. SER 1955 Kolkata Adra , Chakradharpur , Kharagpur , Ranchi
Eastern
South
13. SWR 2003, April 1 Hubli Hubli, Bangalore , Mysore
Western
West
15. WCR 2003, April 1 Jabalpur Jabalpur , Bhopal , Kota
Central
6
1951, Mumbai Central , Ratlam , Ahmedabad , Rajkot ,
16. Western WR Mumbai
November 5 Bhavnagar , Vadodara
Kolkata 2010,
17. Kolkata Kolkata Metro
Metro December 25
Subsidiaries
Indian Railways manufactures much of its ro lli ng stock and heavy engineering components at its
six manufacturing plants, called Production Units, which are managed directly by the ministry.
As with most developing economies, the main reason for this was the policy of i mport
subst i tut i on of expensive technology related products when the general state of the national
engineering industry was immature. Each of these six production units is headed by a General
Manager, who also reports directly to the Railway Board.
Locomotives
Indian railways uses a number of different Diesel and Electric locomotives, Steam locomotives
were once very common but are now only used on heritage routes.
Technical details
Indian railways uses four gauges, the 1,676 mm (5 ft 6 in) broad gauge which is wider than the
1,435 mm (4 ft 8 »1 2in) standard gauge; the 1,000 mm (3 ft 3 »3 in)
8 metre gauge; and two narrow
gauges, 762 mm (2 ft 6 in) and 610 mm (2 ft) . Track sections are rated for speeds ranging from
75 to 160 km/h (47 to 99 mph).
7
The total length of track used by Indian Railways was about 114,000 km (71,000 mi) while the
total route length of the network was 64,215 km (39,901 mi) on 31 March 2011. About 33% of
the route-kilometre and 44% of the total track kilometre was electrified on 31 March 2011.
Broad gauge is the predominant gauge used by Indian Railways. Indian broad gauge²
1,676 mm (5 ft 6 in)²is the most widely used gauge in India with 102,000 km (63,000 mi) of
track length (90% of entire track length of all the gauges) and 54,600 km of route-kilometre
(85% of entire route-kilometre of all the gauges) on 31 March 2011.
In some regions with less traffic, the metre gauge (1,000 mm/3 ft 3 »3 8in) is common, although
the Unigauge project is in progress to convert all tracks to broad gauge. The metre gauge had
about 9,000 km (5,600 mi) of track length (7.9% of entire track length of all the gauges) and
7,500 km of route-kilometre (11.6% of entire route-kilometre of all the gauges) on 31 March
2011.
The Narrow gauges are present on a few routes, lying in hilly terrains and in some erstwhile
private railways (on cost considerations), which are usually difficult to convert to broad gauge.
Narrow gauges had a total of 2,400 route-kilometre on 31 March 2011. The Kalka-Shimla
Railway, the Nilgiri Mountain Railway and the Darjeeling Himalayan Railway are three notable
hill lines that use narrow gauge. Those three will not be converted under the Unigauge project.
8
The share of broad gauge in the total route-kilometre has been steadily rising, increasing from
47% (25,258 route-km) in 1951 to 85% in 2011 whereas the share of metre gauge has declined
from 45% (24,185 route-km) to less than 12% in the same period and the share of narrow gauges
has decreased from 8% to 3%. However, the total route-kilometre has increased by only 18% (by
just 10,000 km from 53,596 route-km in 1951) in the last sixty years. This compares very poorly
with Chinese railways, which increased from about 27,000 route-km at the end of second world
war to about 100,000 route-km in 2011, an increase of more than threefold. More than 28,000
route-km (34% of the total route-km) of Chinese railway is electrified compared to only about
21,000 route-km of Indian railways. This is an indication of the poor state of Indian railways
where the funds allocated to new railway lines are meagre, construction of new uneconomic
railway lines are taken up due to political interference without ensuring availability of funds and
the projects incur huge cost and time overruns due to poor project-management and paucity of
funds.
Double decker AC trains have been introduced in India. The first double deckar train was Flying
Rani introduced in 2005 while the first double decker AC train in the Indian Railways was
introduced in November 2010, running between the Dhanbad and Howrah stations having 10
coaches and 2 power cars.
Sleepers (ties) used are made of prestressed concrete, or steel or cast iron posts, though teak
sleepers are still in use on few older lines. The prestressed concrete sleeper is in wide use today.
Metal sleepers were extensively used before the advent of concrete sleepers. Indian Railways
divides the country into four zones on the basis of the range of track temperature. The greatest
temperature variations occur in Rajasthan.
Train Numbering
Effective December 20, 2010, the railways will deploy a 5 digit numbering system instead of the
4 digit system. The need is due to the fact that the Indian Railways runs 10,000 trains daily. Only
a prefix of the digit 1 will be added to the four-digit numbers of the existing trains to make the
transition smoother. The special trains run to clear festivals and holiday rush shall have the prefix
of 0 (zero)
9
1. AIRCONDITIONING FUNDAMENTALS
Water boils at 100°C when the pressure on it is atmospheric. If the pressure is increased to above
atmospheric the boiling point increases and if the pressure is decreased to below atmospheric, the
boiling point decreases. Boiling water does not necessarily have to be hot, because if there is vacuum
over the surface of the water, it will boil at a very low temperature. The same thing is true in regard to
other liquids such as, the various refrigerants which are used to produce low temperatures. These
refrigerants have the same properties as water except that the range of their boiling points is lower.
1.2 PSYCHROMETRIC:-
The measurement of moisture content in air is known as Psychrometry. The air is mainly a mixture
of dry air and water vapour. The relative amount of water vapour in the atmosphere is very small,
variations in this amount as well as changes in temperature are very significant and important in
airconditioning.
10
2. COMFORT AIR CONDITIONING
2.1 SYNOPSIS : -
Air conditioning which deals with the comforts of human beings in an enclosed conditioned space is
known as Comfort Air Conditioning There are a number of factors that influence the comfort conditions.
The effect of all these factors individually and collectively have been discussed in this paper.
2.2 INTRODUCTION :-
The term 'Air Conditioning' was coined by Mr. S.W. Cramer in 1906 while he was making efforts in
putting the air in a fit condition for the textile industry. The term has since come into use in its broader
sense implying control of any or all of the physical or chemical properties of air within any enclosure.
“Artificial simultaneous control within enclosures of variable humidity, temperature, air motion and air
cleanliness.” Odour control is another factor concerning comfort which has been subsequently included
in
in the
the above
above definition.
definition.
Comfort is a subjective quantity related to the ease with which an individual maintains a thermal balance
between, himself and the environment. As such, feeling of great satisfaction with surrounding conditions
may provide physical comfort. But human beings are complex in nature and feeling of comfort in them
may depend upon state of mind, physical condition and state of activity. Moreover, feelings of
individual comfort may differ for the same individual at different times. It may depend upon degree of
acclimatization or even dress. So a compromise regarding the average standard of comfort and the
individual characteristics has to be made. This compromise should be on the side of actual natural
conditions prevailing at a time, to make the process of conditioning cheaper. These standards have been
adopted based partly on experience and partly on tests conducted on individual.
11
3. PERFORMANCE OF AIR-CONDITIONING SYSTEMS
3.1 INTRODUCTION:-
Net refrigerating effect, KW per ton of refrigeration and C.O.P are of extreme importance in the
design and operation of A.C. systems. The value of these factors depends on the refrigerant used,
efficiency of the components and the temperatures of evaporator and condenser.
The quantity of heat that each Kg of refrigerant absorbs from the refrigerated space is known as the
refrigerating effect, For example, when one Kg of ice melts, it absorbs from the surrounding air and
adjacent objects an amount of heat equal to its latent heat of fusion. If the ice melts at 0°C, it will
absorb 80 K. cal/kg, so the refrigerating effect of 1 kg of ice is 80 K. cal.While selecting a refrigerant,
care must be taken to ensure that it has better refrigerating effect.
A refrigerating machine is a reversed heat engine and similar principles of efficiency are involved
in both. The efficiency of a heat engine operating on carnot cycle between temperature limits T1 and
T2 is given by the following formula.
12
3.4 CO-EFFICIENT OF PERFORMANCE ( C.O.P.):-
The co-efficient of performance of a refrigerating cycle is an expression of the cycle efficiency and
is stated as the ratio of the heat absorbed in the refrigerated space to the equivalent heat energy supplied
to the compressor.
A measure of refrigerating machine efficiency that has been used is KW per ton. On an actual
performance test under "standard" conditions for the type of service intended, the net output cooling
rate in K. Cal / hr. is determined The average KW input to the machine during the test is also measured.
The KW per ton ratio (KW/ton) is then calculated.
A recently popular measure of efficiency, especially for unitary conditioners of small to medium
capacity is the ratio K.Cal per hour per watt (K.cal/hr-W). This measure is called the "Energy
efficiency ratio" (E.E.R.). The average cooling capacity of the unit is determined by a test run under
standard conditions. The average power input to the condensing units in watts is measured. From this
data the E.E.R. can be calculated by using the following formula.
13
4. HEAT LOAD CALCULATION OF AC 2T SLEEPER COACH
AC air conditioned coach has to work under widely varying conditions of ambient temperature,
latitude, passenger load etc. In deciding the capacity of the plant, certain assumptions regarding number
of adverse conditions of the working are to be made and based on these assumptions the plant capacity
required is worked out.
RDSO specification No. TRC-1-72 stipulates certain standard comfort conditions, volume of fresh
air required per passenger per minute, coefficient of heat transfer for various parts of the coach etc.
T.D. for end portions is always considered to be 3°C less than T.D. for other parts of the coach,
since non-airconditioned space adjacent to the airconditioned compartments is considered to have a
temperature of 3°C less than the ambient temperature.
Solar Temp.Difference (TDS)
Side wall = 9° C
Roof = 10.55°C
Window = 95.55°C
14
Requirement of fresh air for non-smoking compartments = 0.35m3/passenger/ minute.
Quantity of ventilating air for 46 passengers (Q) 0.35x46 =16.1 m3 / minute
16.1x35.3 = 568.33 Ft3/ minute(CFM)
The following are the wattages considered for various-electrical appliances.
2 Flourescent tube light - 24 W.
Eventhough the wattage of the tube is 20 W, the choke also consumes energy. Hence, 1.2
times the wattage i.e. 1+2 x 20 = 24W has been considered for the purpose of heat load
calculations.
Incandescent lamps = 15W
Carriage Fan = 29W
4.1 CONNECTED ELECTRICAL LOADS INSIDE A.C. COMPARTMENT :-
1. Heat gain due to elect, appliances = Wattagex3.4 BTU/Hr. or, H.P. x 3600 BTU/Hr.
15
2. Heat gain due to passengers (BTU/Hr.)= S.H + L.H = 400 X No. of passengers.
400 x 46 = 18400 BTU/Hr. …(II)= (4634.76 K.Cal/Hr)
16
5. AIR CONDITIONING OF RAILWAY COACHES
5.1 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.
As compared to the normal buildings, Air conditioning of Railway coaches poses the following
additional problems:
• Requirement of very high reliability standard.
• Equipment should be light in weight.
• Equipment should take minimum space.
• Available power, generally at 110V D.C. has to be utilised. 415 V, 50 Hz, 3 Ph, industrial power is
available only on a few nominated trains like Rajdhani and Shatabdi Express. However, in such cases,
the flexibility of attaching and detaching coaches is lost.
• Due to large number of passengers in small space, the space left for air circulation is limited.
• In the Railway coaches, where people move in and out at all hours of the day, to sudden changes in
Temperature, which may cause chill or heat are to be avoided.
• Rapidly changing ambient conditions as the train moves from one part of the
Country to another.
• Excessive vibrations.
• Dusty atmosphere.
• Vandalism and abuse.
• Flying ballast hitting the equipment.
• Safety of passengers and trains.
• Dirty environment for the maintenance staff.
• Restricted time available for maintenance.
All these problems have to be solved,' within a comparatively small outlay, so that airconditioned
17
travel can become more common.
5.3 REQUIREMENTS OF RAILWAY COACH AIRCONDITIONING SYSTEM :-
• Supplying clean fresh air at a controlled uniform temperature.
• Catering, within the confines of the Railway carriages to the continuously changing number of
passengers.
.4CLASSIFICATION OF
AIRCONDITIONED
COACHES :-
18
5.5 DESCRIPTION OF POWER SUPPLY :-
5.5.1 SG Coaches :-
The electrical power for the self generating type of coaches is derived from the alternator mounted
on bogie transom 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 800 AH 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 ph, 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 130 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.
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 ph, 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 airconditioning equipment works at 415V, 3 phase
AC supply and train lighting equipment work at 110V, AC, obtained between phase and neutral derived
from a 3 KVA,415/190V, 4 wire step down transformer.
Driving equipments consist of motors for driving the compressor, condenser impeller fans and the
evaporator blower fans. The driving motors in self generating type coaches are all of D.C. machines
needing more care for attention of commutator and brushes. The E.O.G. type coaches are provided with
3 phase AC squirrel cage induction motors for driving the AC equipments.
19
5.6.1 Details Of Batteries Provided On S.G. Coaches (Under Slung Type) :-
20
21
5.7.1 Evaporator Unit:-
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/blown 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.
5.7.2 Compressor:-
The refrigerant vapour drawn from the evaporator is compressed by means of a multi cylinder
reciprocating compressor and compressed to a pressure ranging from 10 to 15 Kg/Cm2 according to the
load demand. The work done due to compressor raises the temperature of the refrigerant vapour.
5.7.3 Condenser:-
The condenser serves the function of extracting the heat absorbed by the refrigerant vapour in the
evaporator and the heat absorbed during the compression process. The condenser consists of a heat
exchanger, which is forced-air-cooled by means of two or three axial flow impeller fans. The
refrigerant vapour is liquified when ambient cool air is passed through the heat exchanger. The
refrigerant liquid leaving the condenser is led into the liquid receiver from where it proceeds to the
expansion valve on the evaporator. The liquid receiver is a cylindrical container which contains a
reserve of the refrigerant liquid. A dehydrator and filter are also provided to ensure that the refrigerant
is free from moisture and dust particles.
22
5.7.4 Gauge panel;-
Gauge panel consists of pressure gauges (HP, LP, and OP) and pressure cutouts to protect the
compressor against, (i) High pressure, (ii) Low pressure and (in) low oil pressure.
23
f.) A suitable interlock has to be provided to ensure that heater is not on, when the compressor is
working.
g.) A low voltage protection for compressor motor to ensure that voltage does not go below 100 volts
in order to avoid undue drain on battery.
KH EORZHU
h.) 7 IDQ KDV WR FRPH 21¶ EHIRUH WKH KHDWHU FRPHV 21_ 2YHU ORDG SURWHFWLRQ DQG
VKRUWcircuit protection for all electrical circuits. The A/C control panel incorporates all the above safety
requirements.
Actually there is no separate return air duct provided in A/C coaches. In the case of a.c. two tier
coach and A.C. chair car, the return air is drawn through the return air filters directly from the nearest
compartment In 1st class A.C. coach, the corridor acts as return air duct and the return air is drawn
through return air filters located at the corridor ceiling near the first compartment.
24
central diagonal partition making it two independent taper ducts so that each compartment is influenced
by the diffused air of both plants. Further air distribution to the entire compartment is maintained at
constant velocity.
5.7.11 Wiring:-
All wiring has been done by means of multistranded PVC insulated copper cables to specification.
ICF/Elect./857. All cables have been laid on steel trough/conduits for easy maintenance and prevent
fire hazards. Crimped type of connections have been adopted throughout. All the terminal boards are of
fire retardant FRP material, Reliability of wiring has been made very high.
25
5.7.12 Temperature setting:-
The temperature inside the airconditioned compartment is controlled by mercury in glass thermostats
with different settings as mentioned below. Operation of cooling or heating takes place in accordance
with ambient conditions.
The temperature control thermostats are fitted in the return air passage. Two types of thermostats
are used, one for controlling the cooling and the other for controlling the heating. Both these
thermostats are alike, each consisting of a sealed glass tube containing a column of mercury. Presently
there are two settings for cooling at 25OC and 23OC and for heating at 21OC and 19OC respectively.
The mercury thermostats are being replaced by electronic thermostat with one setting each for cooling
at 24OC and for heating at 20OC.
26
6 MAINTENANCE SCHEDULE FOR AIR CONDITIONED
COACHES
The following are the various maintenance schedules carried out on air-conditioned coaches.
‡ 7ULS VFKHGXOH_
‡ 0RQWKO\ VFKHGXOH_
‡ 7KUHH PRQWKO\ VFKHGXOH_
‡ 32+ - One year
Recommended standard facilities for POH of AC coaches
‡ 7KH OD\RXW LQFRUSRUDWHV D UHFHLYLQJ VKHd with a pit of 1.35 M width, 1.3M depth and 30 M long to
27
facilitate unloading/loading of equipment. Track and pit centre line are located 1 M off from the shed
centre line.
‡ 7KH HTXLSPHQW XQORDGHG IURP WKH FRDFK PD\ EH PRYHG WR WKH UHVSHFWLYH VHFWLRQV of
the shop means
by of mechanised transport facilities.
‡ $IWHU FRPSOHWLRQ RI RYHUKDXO ZRUN_ HTXLSPHQWV may be loaded on the coach kept in the receiving line
and then the coach shall be brought to the shed having wider line with a pit of 5 M width for final
testing and detailed examination of underframe equipment.
28
‡ 9DFXXP WHVW IRU __ PLQXWHV IRU GHK\GUDWLRQ RI UHIULJHUDWLRQ V\VWHP_
‡ &KHFN FRQWURO SDQHO DQG HQVXUH WKDW SURSHU IXVHV DUH SURYLGHG_
‡ &KHFN FRQWDFWRUV_ UHOD\ DQG switches for correct sequential operation.
‡ (QVXUH WKDW WLPH GHOD\ LQ RSHUDWLRQ RI FRQWDFWRU 1R____ ___ __$ LV ___ VHF_
‡ &KHFN KHDWHUV IRU FRUUHFW RSHUDWLRQ_ _5HPRYH VKRUW EHWZHHQ _+ _ - 1H 4)
‡ &KHFN KRRWHU IRU SURSHU RSHUDWLRQ_
‡ 6WDUW WKH SODQt and check condenser motor, compressor motor, blower motor for any abnormality,
‡ &KHFN OHDNDJH RI DLU IURP GRRUV
‡ &KHFN RLO OHYHO LQ FRPSUHVVRU_ WKH OHYHO VKRXOG EH ZKHQ RSHUDWLQJ - 1/2 bull's eye.
‡ &KHFN IRU SURSHU ZRUNLQJ RI FDSDFLW\ FRQWURO VROHQRLG YDOYH_
‡ 5XQ WKH SODQW IRU _ KUV_ $Q HTXLYDOHQW KHDW ORDG _&RQYHFWRU KHDWHU_ VKRXOG EH
NHSW IRU SHUIRUPDQFH
test of plain.
‡ ,I QHZ H[SDQVLRQ YDOYH LV SURYLGHG GXULQJ 32+_ LW EH VHW_
‡ (QVXUH WKat batteries are in fully charged condition.
‡ 7DNH FRDFK RQ WULDO UXQ_ $OWHUQDWHO\ WHVW WKH DOWHUQDWRU_ UHJXODWRU DQG $&
SODQWV
withIRU SURSHU
the help ZRUNLQJ
of variable speed drives in the shops itself.
‡ (QVXUH WKDW ERWK WKH DOWHUQDWRUV DUH VKDULng load equally during run. If not set both the
alternator
panels.
29
7 ROOF MOUNTED AIR
CONDITIONING
30
with the latest in the state of the art of air-conditioning technology prevalent the World over. The units
are extremely energy efficient and reliable. They use two hermetically sealed compressors of half
capacity in each packaged unit. These compressors are specially developed for rolling stock application
under varying dynamic conditions after rigorous testing and trials before being used in the AC units.
The AC coaches running on Indian Railways can be broadly divided into two
categories.
31
The existing system using open type compressor, poses problems such as refrigerant leakage from
pipes and their joints heavy weight, large space occupation, more maintenance problems, consuming
more power and thus less energy efficient.
‡ /LJKW LQ ZHLJKW_ VDYHV IXHO IRU KDXOLQJ_ 7RWDO ZHLJKW RI ERWK XQLWV LV ___ .J DV
forFRPSDUHG
conventionalWR
AC ____
unit. .JSaves in fuel consumption. In the Rajdhani express e.g. the total weight
reduction in 20 coaches (1.8 x 20 = 36 MT) equals the weight of one coach. Therefore, one additional
coach can be hauled.
‡ .HHSLQJ LQ YLHZ WKH ORZ SULFH DQG OLJKW ZHLJKW_ WKH XQit pays for itself in one year operation.
‡ /RZ FRVW RI LQVWDOODWLRQ DW WKH FRDFK EXLOGLQJ IDFWRry since the system is factory made,
assembled,
gas charged and tested for performance prior to delivery.
‡ 7KH LQVWDOODWLRQ UHTXLUHV VLPSO\ WR ORZHU WKH XQLW in the false ceiling above the toilets on both
ends of the coach and connection of wiring, drain pipe and flexible duct.
‡ ,Q FDVH RI IDLOXUH_ UHSODFHPHQW RI WKH XQLW ZLWK QHZ XQLW FDQ EH GRQH LQ OHss than two
hours lifting
by simply
the defective unit by a crane and lowering the new one in place.
‡ 7KH $_& XQLW UHPDLQV RXWVLGH WKH SDUWLWLRQ ZDOl and therefore, no chance of water leakage on
passengers.
‡ )UHVK DLU LV WDNHQ IURP WKH URRI WKURXJK FRQGHQVHU area which gives a relatively clean air free of the
smells of toilets which are common in conventional A.C. coaches.
‡ +HUPHWLFDOO\ VHDOHG V\Vtem with no fittings or openings, thus it presents little potential of gas leakages
and break-downs.
‡ 7KH XQLW LV DOPRVW PDLQWHQDQFH IUHH VLQFH LW XVes 3ph AC motors which have no commutators or
brushes to wear out.
‡ 8VHV PRUH HQYLURQPHQW IULHQGO\ UHfrigerant R-22 and very small quantity less than 3 Kg.
‡ 0RXQWHG RQ WKH URRI_ WKXV GLUW RU GXVW FROOHFWLRQ Ln condensers is negligible and therefore,
requires
practically no maintenance or water spraying on condenser coils.
‡ 1R FKDQFH RI GDPDJH GXH WR IODsh floods during the monsoons.
‡ 1R FKDQce of damage due to cattle run.
‡ (QHUJ\ HIILFLHQW - uses less electricity, saves fuel for generation.
32
‡ +XPLGLW\ FRQWURO LQ PRQVRRQV SRVVLEOH WKURXJK use of micro processor - based control system. It
will also provide optimum use of all equipments and even wear to compressors through rotation of operation.
7.5 Comparison Of Roof-Mounted A.C. System With Conventional Underframe Hung A.C.
System :-
33
‡ *DV OHDNDJH_
‡ :DWHU LQJUHVV LQWR FRUULGRU_
‡ 7ULSSLQJ RI SDFkages through safety cut-outs.
‡ )DLOXUH RI $& FRQWURO SDQHO
Figure : Schematic diagram of A/C system for A/C 2-tier sleeper coaches.
34
Each coach shall be provided with two roof mounted A/C units each with a minimum cooling capacity
20,000 K.Cal/hr (6.6TR). The roof mounted A/C package unit shall generally confirm to RDSO specn.
No.ELPS/SPEC/AC/01.
The electrical load in the coach is fed through two sets of 415V, 3Ph, AC, 4 wire feeders run along
the rake and coupled to the coach with the help of inter vehicular couplers.
35
Each coach on the rake is provided with the control, distribution and feeder changeover arrangement
on 415V control panel. The 415V, 3Ph, supply is transformed with the help of a 415/190V, delta/star, 3Ph,
transformer of 3KVA capacity for supplying the light and fan loads.
A separate control panel/junction box is provided inside the coach for control and distribution of
3Ph, 4 wire, 190V (110V, 1Ph) system for lights and fans. Two sets of latched and electrically interlocked
coupling of cable and plug socket and dummy socket one at each end panel of the coach is provided for
transmitting the feed to the adjacent coaches on either side. Water raising apparatus is fed at 240V, 1Ph,
50 HZ, AC. One emergency lighting battery 24V, 90AH. is provided on the under frame to feed
emergency lights in case of failure of power supply. One battery charging transformer rectifier unit is
provided on the under frame to charge emergency lighting battery.
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9 RAKE LINKS:-
9.5 INTRODUCTION :-
9.2 OBJECT :-
The object of rake links is to ensure optimum utilisation of coaches with minimum lie-over period
at destination as well as availability of coach for trip and schedule inspection on due date so that the
same is maintained in good fettle for reliable service. Rake links indicate the sequence in which
coaches have to operate. Ideal rake-link is one in which lie-over of coaches at destination is minimum,
utilisation (km earning per coach per day) is maximum.
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10 AIR CONDITIONING OF OTHER INSTALLATIONS :-
Air conditioners of the window type, are completely self-contained units, with the compressor,
condenser, evaporator, refrigerant piping and air filter, all assembled in a very compact assembly. The
window units are usually of 1/2 to 2 tons capacity and fitted with 230 V motor upto 3 HP. Modern
tendency is to employ sealed type motor-compressor units with the refrigerant piping system sealed-in
with brazed joints, so that the leakage of gas is virtually eliminated and the unit may serve for long
periods with hardly any attention. In these units expansion valve and liquid receiver are not provided.
The refrigerant is controlled with the capillary system. The unit is so designed that it can be mounted
on the window with small bracket from outside. Window units are particularly adopted when only few
rooms are to be air-conditioned and they are widely separated.
Window type unit has following advantages;
‡ 0DLQWHQDQFH FRVW LV OHVV DQG YHU\ OLWWOH_ VLQFH WKH V\VWHP LV VHDOHG_
‡ 'XFWV DUH QRW UHTXLUHG_
‡ 2FFXS\ OHVV VSDFH_
‡ 6KDIW VHDO LV HOLPLQDWHG_
‡ 1R DOLJQPHQW SUREOHP_
‡ %HWWHU-cooling of compressor motor from the suction gas.
The greatest disadvantage of the system is that since every thing is sealed, no repair can be carried out
in field. The unit has to be repaired in workshop after cutting the sealed housing.
The first cost of installation becomes 50 to 100% costlier than central unit when a number of units are
employed for air-conditioning a large area. Periodic maintenance To enable the conditions of both of
the atmosphere and unit to be healthy it is imperative to give a periodic maintenance to the unit. The
period is to be fixed as per the experience gathered or as specified by the manufacturer.
The following are the important aspects to be looked after during maintenance.
‡ *LYH DWWHQWLRQ WR FRQGHQVHU FRLO_ FRROLQJ FRLO DQG fan. 'Dust off these either by compressed
air or brush it. CO2 may be used if available.
‡ +ROG WKH QDNHG OLJKW LQ IURQW WR FKHFN WKH FOHDQOLness in between. A hooked wire should be
used to remove the foreign material Cooling coil need not be cleaned so frequently.
38
‡ )UHVK DLU GXFWV should be cleaned and checked.
‡ &KHFN WKH FRPSUHVVRU PRXQWLQJ VSULQJV LI H[WHrnal mounting is done. Replace them if necessary.
Spring tend to loose its tension with age and this leads to noisy operation of the unit.
‡ &KHFN WKH HDUWKLQJ FRQQHFWLRQV_
‡ ,I QHFHVVDU\ RLO the dampers. View the unit slope.
‡ ,W VKRXOG Ee 1/2 to 3/4" towards outside.
‡ &KHFN WKH DLU ILOOHUV_
10.2 PACKAGE UNIT :-
These units are functionally similar to the window models but are very much bigger in size and
therefore arranged for floor mounting. These are available in several capacities i.e. 4,6, 8 and 12 tons.
These units contain all the elements for cooling, dehumidifying, ventilating and circulating air and is
quiet in operation. In larger sizes, the condenser is often water cooled and the necessary pipe
39
connections will have to be made The compressor unit may be of the hermetically sealed, semi-sealed
or open type. The control panel is conveniently located and provided with a 3 position switch marked
2))¶_ )DQ_ DQG &RRO_ in addition to a knob for setting the temperature at which the thermostat is to
function. The disadvantage, however, is that the cost of installation is much higher than that of a central
plant specially if large area has to be air-conditioned.
Apart from the objection of the large ducting, the other inherent disadvantages of the
central plant system are:
‡ $GMXVWPHQW RI LQGLYLGXDO URRP WHPSHUDWXUHV_ DV UHTuired from time to time is not possible.
40
‡ 7KHUHIRUH_ WKH V\VWHP LV GHILQLWHO\ ZURQJ IRU EXLOGings which are spilt up into a number of small
rooms, offices, hotel rooms and so on.
‡ ,W SHUPLWV PL[LQJ RI DLU_ FLJDUHWWH VPRNH_ EDFWHULa and odours between different areas and offices.
‡ 7KH GXFWLQJ RFFXSLHV DQ DSSUHFLDEOH VSDFH_
The desert cooler works on the principle of evaporative cooling. A fan sucks outside
air through a continuously wetted pad. The air in passing through the wetted pad gets cooled
and humidified and this air is circulated into the room, where it picks up sensible heat and
maintains fairly comfortable conditions as fresh air is continuously pumped into the room.
The air from the room should be allowed to escape out through an opening at the farthest end
of the room.
10.5.1 Refrigerator :-
The majority of domestic refrigerators operate on the vapour compression system, the basic unit being
a hermetically sealed electrically driven compressor unit which may be of the rotary pump type or
reciprocating type. The unit is mounted at the base of the cabinet. The refrigerant commonly used is
41
Freon22. The motor is generally of the high torque squirrel cage induction type using split phase design
or employing capacitor start principle and operating on AC 230 volts 50 Hz supply.
The usual expansion valve is done away with and replaced by one or more capillary The evaporator
piping is fastened round and brazed to the freezer box. The condenser too is greatly simplified by
laying the condenser tube to and fro over a single metal sheet and plate acts as a heat sink and
dissipates the heat to air currents on the two sides of it. This type of construction eliminates the need for
a condenser cooling fan. The top of the food storage space is reserved for the freezer unit for making
ice cubes or storing foods for long periods at a low temperature. The rest of the cabinet interior gets
cooled by convection currents of air set up by the freezer unit. The compressor unit starts and stops
automatically under the control of an adjustable thermostat which in turn operates a relay.
42
As the name employs, there is water storage tank depending upon the capacity of plant. The water is
stored in stainless Steel tanks, G.I. tanks, or brass tanks. The evaporator coils are welded outside
around the storage tank for heat exchange between the water in the tank and refrigerant passing through
the evaporator coils. The condensing unit will continue to run so long the water temperature is not
attained. The compressor used is sealed as well as open type. The refrigerant is being controlled
normally with capillary in sealed units and. expansion valve in open type units. In some of storage
water coolers the evaporator coils are directly kept in water as heat exchange will be good. But
disadvantage is that the mineral salts of the water gets deposited over the evaporator coils and further
heat exchange does not take place. In such cases the coil must be cleaned from the water, surface
regularly.
In addition to the above two types of water coolers, there are storage-cum-instantaneous type also. In
this type, there is chiller of the cylindrical type in which a coil is inserted. First the refrigerant is
expanded in the chiller coils, whereas water is flowing in the, chiller, as such the, water give heat to the
refrigerant and then the same water flows in the tanks. The refrigerant, after passing through the chiller
coils is again passed-in the outer tube of the evaporator coils fitted on the outside of the tank, that is
why, it is called instantaneous cum storage type of water cooler.
43
11. TRAIN LIGHTING SYSTEM IN SLEEPER COACHES:-
11.1 INTRODUCTION :-
The following systems of Train Lighting are in use on Indian Railways BG coaching stock:
1. End On Generation (EOG) 2. Self Generation (SG)
3. Mid On Generation (MOG)
Depending upon the train lighting systems, the coaches are of following types.
The train lighting system of Non AC and AC SG coaches will be discussed. BG COACHES
44
11.2 GENERAL DESCRIPTION OF MAJOR EQUIPMENT :-
11.2.1 Brush Less Alternators :-
45
Subsequently 25 KW alternator with new design was developed for 2 tier and 3 tier AC sleeper coaches
with RMPU and 25 kVA inverters and for AC 1st class one 25 kW alternator with 25 kVA inverter
provided.
The brushless Alternator with the help of static rectifier cum regulator unit is capable of developing
voltage at the set value to meet the coach load during journey from minimum speed for full output
(MFO) to maximum speed. The alternator is used for:
I. Charging the coach batteries.
II. To meet electrical load i.e. fans, lights, air conditioning, water-raising apparatus (WRA) etc. in
the coach.
4.5 kW brush-OHVV DOWHUQDWRU DUH GULYHQ E\ _ 1RV_ RI &___ PDWFKHG VHWV RI µ9¶EHOW
FRXSOHG
axle and theEHWZHHQ WKHThe axle pulley is of 572.6 mm PCD (pitch circle dia.) and alternator
alternator pulley.
pulley is of 200 mm PCD. Belts are kept under tension by a spring-loaded belt tensioning
device.
18kW/ 22.75kW/ 25kW alternators are fitted with 12 Nos. of deep V-grooved pulleys of 200 mm PCD
with six grooves on each side of the shaft, which is driven by V-belt in conjunction with an axle pulley.
46
I. To rectify the 3 phase AC output of the alternator through DC full wave bridge rectifier.
II. Regulating the voltage generated by the alternator at the set value.
III. Regulating the output current.
Recently electronic rectifier cum regulator (ERRU) confirming to RDSO specification
No.RDSO/PE/SPEC/D/AC/0013 (Rev.0), developed, which has been fitted on a very few coaches on
trial.
11.2.3 Batteries :-
I. The following types of batteries are provided on under-frame of AC & non AC Self Generating
type and End On Generation type coaches.
II. 6V/120 Ah flooded type (Mono block cells) on Non AC
BG SG coaches.
III. 2V/120 Ah , VRLA cells on Non AC BG SG (Self
Generating) coaches.
IV. 2V,1100 Ah 56 cells VRLA 110 V SG AC coaches fitted
with RMPUs and 25 kVA Inverter
V. 2 V, 800 Ah flooded type cells on under -slung mounted
split type AC equipment .
VI. 90/120 Ah, 24V on EOG (End On-Generation) type AC
coaches (Emergency batteries for lighting ).
The 2V,120 Ah TL batteries are used in conjunction with brushless alternator with suitable Rectifier-
cum
Regulator of 4.5 kW capacity for train lighting system of TL BG SG type coaches. The 2V, 56 cells 800
Ah / 2V, 56 cells 1100 Ah VRLA batteries are used in conjunction with brushless alternator with
Rectifier -cum Regulator unit of 18/22.75/25 kW capacity for AC coaches. 1100 Ah batteries are used
on AC coaches equipped with the Roof Mounted Package type AC plants. 1100 Ah capacity battar y are
of the valve regulated lead acid (VRLA) type which has its inherent advantages like :
‡ Topping up with water is not required.
‡ Periodical checking of specific gravity is not required.
‡ Regular maintenance to avoid sulphation of terminals and connections not required.
The VRLA batteries are also known as Sealed Maintenance Free (SMF) batteries.
47
11.2.4 Battery Box :-
ICF type design battery box for AC coaches is a fabricated framework made of mild steel
confirming to drg. No. WGFAC -7-1 026. Whereas RCF design is of closed type confirming to drg. No.
CC71448 (PP side) & CC71451 (NPP side), It is suspended on coach in the under frame and is provided
with front opening doors for paying attention to batteries. FRP trays are provided to prevent corrosion.
The interior of the Train Lighting (Non -AC) coachesbattery box is painted with anticorrosive
paint.While mounting the battery box in underframe of the coaches, special care is taken to provide
locking nuts and split pins to avoid any accidental falling of batteries while running. Recently both the
Production Units have been instructed to provide battery boxes as per RDSO drg. No.
RDSO/SK/K/0037, which is suitable for both makes of VRLA batteries i.e. M/S Exide and M/S Amar
Raja. The battery box is having improved safety factor coup led with flexibility to accommodate both
makes of VRLA batteries.
11.2.8 TL Lamps :-
25 and 40 Watt lamps are provided in the non AC coaches.
48
The power supply is at 110 Volt DC. 25 Watt lamps are used in corridor, light lamp, wash-basin, toilet.
40 W lamps are used for lights in the coach.
49
12.TRIP SCHEDULE (PRIMARY & SECONDARY
MAINTENANCE) ATTENTION ON MAINTENANCE LINES :-
As soon as the rake is berthed in the maintenance lines and before commencing the work, a caution
board shall be clamped to the rail on either side of the rake by TXR or his representative. Rail locks
shall be used on either side of the rake for the safety of maintenance staff attending under gear
equipment. TXR should ensure clearance from electrical Chargemen/staff incharge for the maintenance
of rack before removing the caution board and rail locks.
To avoid any malfunctioning of the above system, printed forms for permit to work on pit lines issued
by the traffic department and after completion of the work, completed / men withdrawn form can be
used. Check the plate-form attention report and concentrate first on attending the defects in these
coaches by adapting systematic trouble shooting procedures. Proceed as follows in respect of other
equipment.
12.1 ALTERNATOR :-
50
First attend alternators in coaches for generation, which have arrived "cold" and coach dark condition as
per plateform report.Proceed as follows:-
‡ Check field fuse,replce if found blown with approved makes i.e. S&S or English Electric make.
‡ Check the continuity of field and phase winding with the help of test lamp/miltimeter to ensure that
winding are not open circuited.
‡ Check for loss of residual magnetism with the of voltmeter across the field terminals . In case of loss
of magnetism , give 12V DC flashing to the field terminals for few seconds to regain lost residual
magnetism.
‡ Check that the feedback loop is O.K.
‡ Check connections for tightness in alternator and rectifier regulator . If this is all right , remove belt
from alternator.
‡ Use testing machine for testing alternator in situation. Couple the portable motor drive with
Alternator.
‡ Check the DC o/p voltage at the rectifier and regulator terminals. Identifty the defects if any and
rectify them. The battery should be isolated while doing this test.
‡ Provide new split pin for pulley castle nut after completion of work.
‡ Check up the condition of safety chain and availability of split pins in safety chain bolts.
‡ Checkup alternator suspension bracket and tension gear for any damage and replace , if necessary.
‡ Check up and tighten loose bolts in terminals box covers.
‡ Check the availability of split pin for alternator castle nut.
‡ Check the belt tension after every round trip of the coach.
‡ For new V-belt fitted, the belt should be re-tightened after completing the first trip.
‡ Check the tension indicator pin at suspension point after every round trip for flat belt drive
alternator.
‡ Never energize field from battery in case of failure of field circuit diode in regulator. Apart from non
regulation, this may cause permanent damage to field windings.
‡ If there is no generation, ensure that there is no breakage in the cable termination.
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12.2 AXLE PULLEY :-
· Examine the indicating white mark on the pulley axle and ensure that the pulley has not slipped. If
pulley has slipped, take necessary n If the generator is normal, check corrective action..
· Tap the pulley with hammer and judge the tight ness or crack by sound. If it gives clean metallic
sound the pulley is tight. Dull sound indicates that it is loose. Bolt should be tightened with torque
wrench to 30 kgm.
· Check the lock nuts and split pins for availability and tightness.
12.3 BELTS :-
52
· Check that all the sets of belts provided should be of same make & grade.
‡ Clean regulator externally. Open regulator terminal cover and check for signs of overheating in all
the terminals/bus bars/etc. Check up for loose conn ections and tighten the same. If the terminal board is
found affected due to heat, replace terminal board with new one. Check for any damage to the phase and
field wires cables inter connecting regulator and alternator and its anchoring arrangement.
· Check and secure properly the terminal cover and regulator cover.
· abnormality. generation, open the regulator and check for any abnormality and \ensure the fuses are
intact.
· Check the cable for any abnormality from the alternator to the regulator by using test lamp, if found
open/short attend the same.
53
· If needed change the regulator and ensure the generator by running the alternator with a portable
motor.
12.5 FANS :-
12.6 LIGHTING :-
I. Switch on each lamp/tube light. If the lamp/tube light does not glow,check lamp/tube light and
replace, if fused. If the lamp is all right, check control fuse and replace, if found blown.
II. If the fuse is all right, check control switch and replace, if necessary.If the switch is all right,
check up lamp holder for stuck up plunger or loose connection and rectify defect. If there is no
defect in the lamp holder, check up for supply at the holder terminals and if the wiring is found
defective, mark the coach "Sick" and arrange for attention in maintenance lines.
III. Note down the coach number, total number of lights in each coach and the number of defective
missing lights on arrival.
IV. Provide switch covers and fuse covers promptly, if they are missing.
V. If any dome cover is open or not secured properly, rectify defect, if any and secure.
VI. Replace broken glassdomes/acrylic covers of tubelights.
VII. In case of berth lights in first class and AC coaches, check up for free movement of shutters.
Replace, if found defective.
VIII. Clean side lamp glasses and red shield inside the lamp in SLRs.Check up for free movement of
operating handle and drop same lubricating oil, if necessary. Clean tail lamp glass and the
reflecting
IX. surface inside.
I. Earthing of wiring in the coach shall be checked both on the positive and negative wire
separately in each coach by the earth testing device. A coach with negative earth fault in case of
110V DC system, which could not be attended in time, can be given inservice in case of
emergency. The coach shall be taken for attention by the primary maintenance station during the
next trip.
II. Cable insulation on coaches get damaged in various ways resulting in earthing. Damaged
insulation whenever noticed shall be promptly taped with PVC tape.
III. The chipping of insulation is a dangerous practice this leaves permanent scratch on the cable.
The taped conductor will not be quite satisfactory and so chipping should never be done. Testing
shall be done only at cable terminations.
IV. Poor chipping of cable, poor crimping of cable lugs and loose connections in terminals will result
54
in excessive heating and discoloration of lugs, tapes and cables. Watch for this during inspection
and take prompt action to locate and rectify the defects.Replace overheated tape and retape the
overheated portion of cable insulation at terminals using PVC tape after ensuring proper cable
connection and cause of overheating
V. Replace blown fuses, incorrect size fuses and discolored fuses by fuses of proper rating. Replace
blown or incorrect size of HRC fuses by correct rating. Check all fuses and ensure that they are
secured tightly to their terminals. Replace defective MCBs/fuses in junction box by MCBs/fuses
of correct rating.
VI. Never replace a blown fuse by a higher gauge fuse. Remember that fuses are provided for
protecting circuits in case of faults. Try to find out the cause of fault.
VII. Loose and exposed/hanging wires should be secured and properly covered. In case wiring is
found mechanically damaged or tampered with or needs replacement , the coach should be
marked electrically sick. If the work is of a minor nature, this may be done in maintenance lines.
VIII. If the repairs are heavy the coach may be booked to Shops for attention. Coaches which are
suspected to have wiring defect either in the underframe or roof shall be subjected to insulation
test with 500 V megger
12.8 BATTERIES : -
Check distribution fuse boards and fuse cut outs of light and fan circuits,for tightness of connections and
provisions of correct size of fuses in the fuse terminals. Replace missing distribution fuse board covers.
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References
Website -
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