4. General Services - Coaching deals with
Maintenance of Train
Lighting Coaches (Non AC)
Maintenance of AC coaches
Carriage Repair Works
(Electrical side) in POH shops
5. Types of Broad Gauge Coaching Stock on Indian
Railways are primarily classified according to power
supply systems for Train Lighting and Air
Conditioning.
Self Generating Coaches (SG),
Mid on Generation Coaches (MOG) – Not in Service
End On Generation Coaches (EOG) and
Head On Generation Coaches (HOG).
7. Non AC coach AC coaches (both SG & EOG)
SLR (guard van) Power car
General Second (GS) Ist AC
Sleeper (SCN) 2nd AC
Chair car 3rd AC
Pantry Chair car
Double decker (chair car) Composite coach (any of two
accommodations in one coach)
Double decker (chair car)
Garibrath coaches
Pantry car
14. (from day 1 as per „Cheap Trains Act‟1844)
On IR train services commenced in 1853.
Side wall bracket (general coaches) and ceiling (saloon
& Ist class) mounted Oil (vegetable or mineral) lamps.
One lamp per coach
To be fixed before sun set and removed after sun rise.
15. Used by East Indian Railway in last decade of 19th
Century in 400 carriages.
Improved quality of lighting
Gas storage at high pressure.
High initial cost but reduced maintenance cost.
Subsequent improvement by
o Using lamps with more than one burner
o Use of acetylene mixed gas
16. Experimented in France in 1893.
TL system invented by Mr A.B. Gill employee of
M/S J stone
Installed in MG saloon of manager Jodhpur-
Bikaner Rly in 1897. Dynamo of J stone co. (25
Amp, 16 V)
Dynamo and battery in front brake van & One
lamp per coach
17. South Indian Railways also installed a set of
equipment in 1897.
In 1901 by Rajputana-Malwa Railway 16 V
Battery adopted. Charging done with dynamo
installed in Ajmer W/S.
18. Both brake vans provided with battery and
dynamo.
Belts were being tightened by Guard on run.
Auto (centrifugal type ) cut out for dynamo (to
battery ) at 5 kmph
19. Locomotive, C&W Superintendents committee
was set up in 1889 in 9th meeting in 1907
reviewed progress of trials and adopted this
system.
In 1913 Railway Board issued orders for
adoption of electric lighting.
Initially up to 1907 no fans.
20. Started provision of fans especially in Ist class
coaches. Fans provided in Ist & 2nd class from
1907, in inter class from 1937 and in Third class
from 1950.
From 1955, 1 fan for each sleeping berth.
Double Battery Parallel Block (DBPB) system
Rake introduced in 1930 and Upper class coaches
also fitted with dynamo and battery (9th CWSC
meeting decision)
21. ESC recommended for double battery system in
1949 but not approved by Board due to
circulating currents.
Uncontrolled theft of copper from electrical
equipment.
22. RDSO report on evaluation and performance of
DBPB 24 V DC TL system in 1967
recommended;
o Silicon blockers in place of auto cut switches.
o Manually operated switch in place of magnetic switch.
o Aluminum wiring in place of Copper wiring.
o Bogie mounted Dynamo/Alternator with V belts.
22nd ESC discussed the need to go for 110 V DC
system.
23. RB accepted RDSO recommendation for 110 V
DC in 1968.
Used Ist time during 1950 with first lot of fully
AC coaches. (axle driven 18 kW, 130 V dc
generator provided with carbon pile voltage
regulator).
ICF built 6 rakes with 110 V dc system in
1976.
24. In 1987 M/S Best & Crompton developed brush
less alternator.
These coaches used 3 & 4.5 kW Alternator and
regulator.
Battery 90 Ah , 11V, 5 cells monoblocks.
Light and Fan circuits controlled by MCBs.
25. During 1988, Railway Board appointed special
committee of CEEs to work out modalities of
extending this system to all coaches.
After acceptance of this committee’s report in
early nineties, all newly built SG coaches now
work on 110 V dc system.
All 24 V dc coaches have also been converted in
110 V dc system.
26. V dc trial rakes were fitted with FL fittings. AC
coaches had FL fittings since beginning.
From 90s onward, all coaches are provided with
FL fittings.
In 1992, CFLs introduced in ACCN coaches.
LED lights are being provided in new coaches.
27. Insulated dc system offers following advantages:
i. System in healthy condition will not offer any
dangerous shock by touching any of the 2 dc
wires.
ii. Short circuit level will be adequate for proper
discrimination.
28. ISC = 0
Earth Fault
iii. In an emergency, train lighting can be continued with
an earth fault on one of the 2 wires as the battery is on
floating circuit and there will be zero current with
single earth fault.
29. During 1900-1935
• By providing Khus-Khus mats
• By providing ice containers
First air-conditioned coach
Manufactured in the year 1936 at Matunga Workshop,
Mumbai
Introduction of AC coach in regular service
Manufactured by ICF, Chennai in 1965
30. Low Medium High
• I AC Cooling 22 C 24 C 26 C
Heating 17 C 19 C 21 C
• II AC Cooling
Heating
24 C
19 C
26 C
21 C
RMPU type AC coaches with Electronic
thermostats have fixed settings of 23 C -25 C
31.
32. Gas leakage
Accumulated Dust reduces heat transfer.
Under slung Eqpt. gets hit by ballast, Cattle
run over etc.
Coach weight increase.
33. RMPU of 5.2 TR each was introduced in the year
1992 with 25 KW alternator.
Now a days two high capacity packaged air-conditioning
units of 7.0 TR for AC II tier & AC III tier coaches and
10.0 TR for LHB Double Decker coaches are being
used.
For first AC - one unit of 7 TR is being used
Mounted above the toilets on both ends supplying
conditioned air in the tapered duct to serve the coach end
to end.
35. RMPU Under Slung AC
Weight 900 Kgs (2 units) 2700 kgs
Installation time 4 hrs 4 days
Refrigerant R – 22, 134a/407 R –134a
Refrigerant charge 2.85 Kgs 15 Kgs
Danger due to cattle
run over / flood
Nil Heavy
Down time for
repairs
4 hrs. Very long time
36. Generation is AC which after AC-DC
rectification becomes 110 V DC.
Volt DC (with battery back up) for lights &
fans. For AC (RMPU)
It gets converted into 415 V, 3 ph through
Inverters.
37. 750 Volt Generation from DG sets placed in
power cars at the ends.
Power Supply from OHE through LOCO
Transformer.
38. Salient features
Axle driven under slung Alternator with V – belts.
110 V dc regulated at different speeds through
RRU/ERRU.
Battery back up during standing/slow movement of
train.
2X25 kVA, 110 V dc/415 V inverters for AC load.
110 V DC supply for lights and fans.
39.
40.
41. It gives better flexibility in rake formation; majority of
SG type coach is more.
The system is independent of mode of traction.
As each coach has battery, so no additional source is
required. No separate power car required
The problem / defect in any particular coach do not
affect the others.
Feed extension is possible in emergency from adjacent
coach
Advantages of SG System
42. Load restricted to 2X25 kW per coach at present.
Bulky 1100 Ah (AC)/ 120 Ah (Non-AC) coach battery
required as power is not generated during standby /
slow movement .
No standby alternator /battery in non-AC coaches so
system became poor reliability.
Extensive maintenance due to under-slung alternator, v-
belt, axle pulleys, tensioning device, inverter, battery
etc.
Poor system efficiency around 57%.
Disadvantages of SG System
43. Non-AC Coaches
• 110 V dc (nominal), 120 Ah, 6 volt, 18 Mono blocks
of LMLA or 2 Volt, 57 cells of VRLA or 6 Volt, 19
mono blocks of VRLA
Air Conditioned coaches
• 1100/ 800 Ah (VRLA/low maintenance)- 110 V dc:
56 cells of 2 Volt each.
Batteries for TL & AC
44. • Non AC
• AC (RMPU)
• AC (Under/Slung)
- 4.5 kW,
- 25 kW,
- 25 kW
Alternator for TL & AC
45. Provided on Rajdhani, Shatabdi, Duronto, Garibrath type
fully AC trains with large power requirements.
Two power cars each with 2X320 kW (high Capacity)
Diesel alternator sets.
Power fed by two feeders 750 V 3- ph through IV
couplers, stepped down to 415 V 3 ph for AC by 50/60
kVA transformer
110 V ac lighting and fans by 415/110 ac transformer.
Salient Features
46. 750 V, 3 Ø
FEEDER
415 V, 3 Ø
50/60kVA TRANSFORMER 415 V, 3 Ø
LIGHTING TRANSFORMER
110 V, 3 Ø
LIGHTING LOAD
AC
LOAD
COACH SUPPLY
GENERATOR
CAR
GENERATOR
CAR
ALT. ALT.
FEEDER- I
COACHES COACHES
ALT. ALT.
FEEDER- II
47.
48. No restriction of Load due to high capacity power cars.
Does not require bulky batteries, alternators.
Standby DA sets.
Independent of mode of traction.
Less maintenance required due to elimination of under
slung alternator, battery, axle pulley, V-belts etc.
Higher system efficiency than SG system.
Advantages of EOG System
49. Flexibility in rake formation not possible.
High cost of energy due to high fuel cost.
Noise and smoke pollution from power cars.
Passenger capacity reduced due to provision of
power car.
Disadvantages of EOG System
50. Single phase power supply received from OHE
through loco or tapped from OHE in power
car through separate pantograph.
Cost effective, reliable and energy efficient.
Salient Features
51. Elimination of heavy under slung equipment viz
alternator, battery, Inverter etc. in SG coaches
and DA sets in EOG power car avoiding noise
and smoke pollution.
Inverter (single phase to 3 phase) can be
mounted on/ under loco or power car or
individual coach.
52.
53. Operating Formation of rakes, Placement of rakes, planning of
new coaching depots, Planning of new trains,
Timetabling, Rake rationalization, planning of POH
of coaches, Co-ordination for sick marking.
Commercial Introduction of new trains, Extra coaches and trains
for seasonal rush, Special trains, Refund in case of
Non AC, passenger complaints
Mechanical
Co-ordination for coach maintenance, placement of
rakes, integrated coach maintenance, Sick line
maintenance.
54. Publications issued by CAMTECH, Gwalior
on various topics of Coaching available on
internet. (Search “Camtech publications”)
Volumes published by IRIEEN on various
topics of Train lighting and Air-conditioning
Volumes on Coaching maintenance
Manual of coaching maintenance and design
Technical instructions issued by RDSO from
time to time for reliability.
57. Based on the type of generation, there are three systems
adopted over IR. These are -
Self Generating System (SG),
End On Generation System (EOG) and
Head On Generation System (HOG) - trials are under
progress
58. In this system, power supply is generated in individual
coach through alternators propelled by axles.
Power generated during run supplies coach supply and
also charges the battery bank provided in each coach,
which in turn supplies power to the coach while the coach
is stationary.
The alternators are fitted in the under frame driven by the
axle through V-belts.
These alternators generate 110V, AC, 3Ø, which is
rectified and regulated by Rectifier cum Regulator Units
(RRU/ERRU).
59. The RRU further passes 110V DC for coach supply and
battery charging.
This system is used for Air Conditioned coaches and Non
AC coaches of Mail/Express/Passenger trains.
ALT.
RRU/ERRU
FIELD
WINDING
BATTERY
BOX
-
+ TOCOACH
LOAD
60. Roof Mounted Package Unit
(RMPU) type AC coaches
Non AC coaches (TL Coaches)
Under slung type AC coaches
61. These coaches are also called conventional type SG AC
coaches.
These coaches are equipped with following equipment:
Under slung type SG AC coaches
SN Equipment Rating
Qty/ Coach
1st AC Others
1 Alternator 130 V DC, 25 kW 1 2
2 RRU/ERRU 130 V DC, 25 kW 1 2
3 Battery
800 Ah Low maintenance
Lead Acid
56 cells #
4 V-belt C-122 1x (6+6) 2x (6+6)
5 Compressor ACCEL/ Carrier 1 2
62. SN Equipment Rating
Qty/ Coach
1st AC Others
6 Compressor Motor 8.5/10 HP, 110 VDC 1 2
7 Condenser Motor 1.5 HP, 110V DC 2 4
8 Blower Motor 1 HP, 110V DC 1 2
9 Condenser Coil Under slung 1 2
10 Cooling Coil Over the corridor 1 2
11 Heater Unit 110V DC, 6 kW 1 2
12 WRA 1 motor 2
# Now for better reliability 1100 Ah VRLA batteries are being
retrofitted.
63. These coaches are also called RMPU type SGAC coaches.
These coaches are equipped with following equipment:
SN Equipment Rating
Qty/ Coach
1st AC Others
1 Alternator 130V, 193A DC, 25kW 1 2
2 RRU/ERRU 130V,193A DC, 25 kW 1 2
3 Battery 1100 Ah, VRLA 56 cells
4 V-belt C-122 1 x (6+6) 2 x (6+6)
5 Sealed Compressor 3 Ø, 415 V AC 2 4
Roof Mounted Package Unit (RMPU) type SGAC coaches
64. SN Equipment Rating
Qty/ Coach
1st AC Others
6 Condenser Motor 1 HP, 3 Ø, 415 V AC 2 4
7 Blower Motor 1 HP, 3 Ø, 415 V AC 1 2
8 Condenser Coil Roof Mounted 2 4
9 Cooling Coil Over the corridor 2 4
10 Heater Unit 3 Ø, 415 V AC, 3 kW 2 4
11
WRA/ Monoblock
Pump
3 Ø, 415 V AC, 1 HP 2
12 Inverter
Input: 110V DC, 25 kW
Output: 3 Ø, 415 V AC
1 2
65. These coaches are equipped with following equipment:
SN Equipment Rating Qty/ Coach
1 Alternator 120 V, 37.5A DC, 4.5 kW 1
2
RRU/
ERRU
120 V, 37.5 A DC, 4.5 kW 1
3 Battery
120 Ah, 6V VRLA or 120
Ah, 6 V Monoblock
LMLA
2 V, 57 cells or 19 Mono
blocks VRLA/ 54 cells or
18 mono-block LMLA
4 V-belt C-122 4
Non AC coaches
66. Description of Power Circuit
The 3- phase, 415 VAC, 50Hz power supply is used to
operate two hermetically sealed compressors, one double
shaft blower motor, two condenser motors and one set of
heaters through six contactors.
All the equipment are protected by over load relays and
MCBs.
67. BO
YO
RO
RSW-1
63A
415V
AC
3
Ph.
50Hz
IN
COMING
361
362
363
MCB
63A
358
359
360
R
Y
B
MCB-1
6A
345
344
343
324
323
322
OL-1 C1
6A
303
302
301
BLOWER
MOTOR
R Y B
MCB-2
6A
348
347
346
327
326
325
OL-2 C2
6A
306
305
304
COND-1
MOTOR
360
359
358
360
359
358
MCB-3
6A
351
350
349
330
329
328
OL-3 C3
6A
309
308
307
COND-2
MOTOR
360
359
358
MCB-4
32A
354
353
352
333
332
331
OL-4 C4
32A
312
311
310
COMP-1
MOTOR
360
359
358
MCB-5
32A
357
356
355
336
335
334
OL-5 C5
32A
315
314
313
COMP-2
MOTOR
360
359
358
MCB-6
16A
339
338
337
C6
16A
318
317
316
360
359
358
HEATER-1
&
HEATER-2
MCB-7
360
359
358
CC-HTR 1
CC-HTR 2
359
358
2A
TO CONTROL
TRANSFORMER
MCB-8
R Y B
2A
CABLE SPECIFICATION
S.No. SIZE (SQ.MM) SYMBOL USED
1. 1.5
2. 2.5
3. 6.0
4. 16.0
371
370
FIRST FERRULE No. 301
LAST FERRULE No. 371
FERRULE Nos. NOT USED
340,341,342,364 TO 369.
TC2
TC1
TO CONTROL CIRCUIT
MCB-8
1. IF SEPARATE FILTERED CONTROL SUPPLY OF
415V AC FROM INVERTER IS AVAILABLE THE
CONTROL CIRCUIT (MCB-8) WILL BE CONNECTED
TO TC1 & TC2 INSTEAD OF BUS BAR.
2. MULTI STRAND ELASTOMERIC CABLES CONFIRMING
TO RDSO SPEC. NO. E-14/1 PART-1 (REV.II)
FEB. 1993 SHALL BE USED FOR POWER CIRCUIT.
POWER WIRING DIAGRAM
FLC-RLY-000101/CP/DATED: 04/08/98 (REV 1)
BUS
BAR
321
320
319
68. Description of Control Circuit
A step down transformer of 415V/110V is used to provide
110VAC, single phase to control circuit.
The thermostats, PCBs, OLPs, HP cut out, LP cut out,
timers, etc. operate at this control voltage.
69. AUTO
1
12
12 44
12
110
V
AC
FROM
SHEET
NO.2
415
V
AC
NOTE:-
1. ALL CABLES FOR INDICATION LIGHTS SHALL BE PTFE OF 1.0 SQ. MM SIZE.
2. ALL CABLES FOR CONTROL CIRCUIT SHALL BE PTFE OF 1.5 SQ. MM SIZE.
FIRST FERRULE No. ...10
LAST FERRULE No. .....100
FERRULENo. 11, 20, 37 TO 99
NOT USED
100
371
AIR
LOSS
BLOW
ER
ON
BLOW
ER
O/L
TRIP
AUXILARY
CONTACTOR
BLOW
ER
MOTOR
CONTACTOR
POW
ER
ON
100
C1
100
PCB
R
13
1
O/L-1
100
AC1
100
R
PCB
G
100
PCB
R
14 15
2 3
C-1
17
16
4 5
46
VR-2
VR-1
45
21
36
370
MCB4
20 RSW-2
1. VENT
2. AUTO
3. MANUALCOOLING
4. MANUALHEATING
C-1
HEATING
COOLING
MANUAL
100
G G G G
6 7
22
8
23b 24b 25
TO
SHEET No. 4
RSW- 3
1
4
1
2 3
4
2
2 3
4
3
24
23
23a 24a
TO
SHEET No. 4
TOELECTRONIC
TIMEDELAY RELAY
(ETDR)
HR
CR
POWER
SUPPLY
ELECTRONIC
THERMOSTAT
SENSOR TO BE LOCATED
AT RETURN AIR PATH IN RMPU
10 11
18 AC-1 19
A1 B1
71. FROM
TB 7 RS W3
R1, Y1, B1
R2, Y2, B2
TB2
M
P
C
B
M
C
B
4151, 4152
R
S
W7
4157,4158
4159
PUMP1
U,V,W
PUMP2
U1,V1,W1
TO
TB 8
X
R
4154,4155
4156
221,222
223
191,192
193,N
TO
TB 1
FROM
TB 1
191,192
193, N
M
C
B
R
S
W4
194,195
196
197,198
199
MCB
MCB
FR1
FY1
MCB
FB1
TO
TB 1
N
VOLT
METER
1814
FROM
TB 3
263 262
FROM
TB 4
BATT
AMMETER
FROM 500A SHUNT
19
201
TO
TB 4
700
FROM
TB 4
RCL1
706
RCL2
707
701
702
1
&
3
FSL
2
&
4
FSL
TO CL2
RSW-1
500A
17
117
19
26 RSW-2
300A
261
400A
26
250A 250A
2614 2613
TO
INV2
+(DP)
TO
INV1
+(DP)
TO
TB4
19
19
117
17
17
TO ALT-1
AMMETR
201
FROM
U/F
16
16
TO ALT-2
AMMETR
TO
TB 5
FROM
U/F
116
FROM
U/F
19
FROM
U/F
201
250A
181
250A
181
TO
INV2
+(DP)
TO
INV1
+(DP)
250A
18
TO
40A
MCB
FROM
U/F
- Ve
T
OVR
ALT-1
16
17
ALT-2
116
117
262,
1814
3,4,4a,5
FROM TB6
16,17,116,117
FROM SHUNT
RSW-6
(FL)
300
330
TO
6A MCB
FROM 40A
MCB
26
RSW-6
(IC, L)
26
500
700
TO MCB (+10A)
2611
2612
18 0 2.5A 1814 / VM
18
TO RSW 5
40A 26
IC2 10A 700
IC1 10A 500
L2 5A 330
L1 5A 300
SP 5A SP
PAIL 2.5A 7
VM 262
TO TB 4
2.5A FROM TB 4
TO
TB
3
FROM
RSW
6
2.5A 70
5A SP
5A 1811
5A 1182
10A 1803
10A 1804
40A 18
FROM TB 4
FROM
RSW
5
TO
TB
4
4153
N
SCHEMATIC DIAGRAM FOR POWER PANEL
72. Capacity
Voltage
Cut in Speed
MFO
Max. Speed
Mounting
Belts
: 25 kW
: 130 V +/- 5% on DC side (97V, 3phase AC)
193 A Max on DC side.
: 380 RPM (30 Kmph )
: 700 RPM (51 kmph approx for 135 A at 135V)
: 2500 RPM (156 Kmph approx)
: Transom mounting
: V-belts (C-122)
• Alternator
73. H- class
7.3 ohms
0.08 ohms
200 mm PCD 6 groove
:
:
:
25kW
130V+/-5 % V DC
25kW – 193A DC Max
Insulation :
Resistance between field terminals :
Resistance between phase terminals :
Alternator Pulley :
pulley
RRU/ERRU
Capacity
Voltage
Current
Battery
Voltage
Capacity
Type
:
:
:
2V
1100 Ah
VRLA
74. : 3-Ph 415 Volts, 50 Hz.
: 45Amps
: 130V DC
: 200 Amp.
: 3-Ph, 415V, 50Hz.
: 0.5 HP
Battery charger
Input Voltage
Input current
Output Voltage
Output current
AC WRA/ Monoblock
Voltage
Capacity
Inverter
Capacity
DC Input
Rated input current
: 25kVA
: 90V- 140V DC with 15% ripple
: 250A
75. AC Output : 3- Ph. 3-wire, 415V+/- 5%
PWM sine wave
: 50 Hz+/- 3%
: 0.8
: 35A
Output frequency
Output power factor
Rated Output current
Power Panel Equipment
Voltmeter
Center-Zero-Ammeter
Ammeter for Alternator-I & II
: 0-200V DC
: 500-0-500 DC
: 0-300A DC
RSW1 (Alternator supply selector rotary switch) : 400/500Amps
76. RSW2 (Inverter supply selector rotary switch)
Capacity of HRC Fuse between RSW1 & RSW2
Capacity of HRC Fuse for inverter supply (RMPU) :
Capacity of HRC Fuse for inverter supply (RMPU) :
: 300Amps
: 400Amps
250Amps
250Amps
Capacity of HRC Fuse for AC plant 1&2 supply (U/S): 160Amps
Transformer for fans, mobile/laptop charging :
RSW3 for Inverter Selector
Input side MCCB for 440/110V transformer
Contactor cum MCCB for WRA
2 kVA,
415V/ 110V
AC.
: 16Amps
: 16Amps
: 16Amps
77. : 16Amps
: 16Amps
: 16Amps
: 16Amps
: 6Amps
RSW4 for fans
RSW5 for Lights
RSW6 for night lights
RSW7 for WRA selector
MCBs for +ve, -ve circuits of FTLs/ CFL Night
Lamps, fans, Mobile charging inverter.
AC Control Panel Equipment (RMPU)
RSW1
MCB TP
MCB TP for blower, condensers
: 63Amps
: 63 Amps.
: 6 Amps
78. MCB TP for compressors
MCB TP for heaters
MCB DP for Control T/F
Contactors for blower, condensers
Contactors for compressors
Contactor for heater
Control Transformer
:
:
:
:
:
:
:
32 Amps.
16 Amps
4Amps
6 Amps
32Amps
16Amps.
415/110V AC
79. Make : Maneurop/ Compelend
scroll
Power
consumption
: 5250 W +/- 20 %
depending on ambient
temperature
Current : 8.5A+/- 25% at
415VAC 3-phase 50Hz
depending on Ambient
temperature
Maneurop/ Compelend
scroll
5250 W +/- 20 %
depending on ambient
temperature
8.5A+/- 25% at
415VAC 3-phase 50Hz
depending on Ambient
temperature
Compressor
80. Power factor
C.F.M.(Displacement)
: 0.85
: 12.033 C.F.M, R-
22 Vapour
0.85
12.033 C.F.M, R-
22 Vapour
Volume : 117.65
CC/Revolution
117.65
CC/Revolution
Evaporator Motor
Type : Centrifugal type Centrifugal type
Diameter : 10” (250mm) 11” (280mm)
Air flow (CFM) : 4200 Cu.Mtr/Hr+/-
10% at 20 mm water
guage
4000 Cu.Mtr/Hr at 20
mm water guage
Pressure (External Static) : 25 mm Minimum
water guage
25 mm Minimum
water guage
81. Speed : 1415+/- 10% RPM 1400+/- 10% RPM
Capacity : 1.5 HP 1.5 HP
Current : 2.6A +/-10% at 415 VAC
Ph, 50Hz.
3- 2.6A +/-10% at 415
VAC 3-Ph, 50Hz.
Condenser Fans
Diameter : 24” 21”
Air flow : 4000 x 2 (6800 Cu.Mtr/Hr x 2)
at 7mm static.
3825 x 2 (13000
Cu.Mtr/Hr minimum)
Speed : 910 +/- 10% RPM. 1400 +/- 10% RPM
Motor capacity : 1 HP x 2 1 HP x 2
Current : 2.1A+/- 10% x2 at 415V.AC 3
Ph 50Hz.
2.2A+/- 10% x2 at
415V.AC 3 phase 50Hz
82. Evaporator Coil
Face area : 0.254 sq.mtr x 2 0.265 sq.mtr x 2
Material of Tube : Copper Copper
Tube O.D. : 9.525 mm(3/8”) 9.62 mm(3/8”)
Fin material : Copper Copper
Fin thickness : 0.127 mm 0.14 mm
No. of fins/25mm : 15 12+/-1
83. Condenser Coil
Face area : 0.7376 sq.mtr x 2 0.67 sq.mtr x 2
Material of Tube : Copper Copper
Tube O.D. : 9.525 mm(3/8”) 9.62 mm(3/8”)
Fin material : Copper Copper
Fin thickness : 0.127mm 0.14 mm
No. of fins/25mm : 15 12+/-1
Refrigerant : R-22 less than 2.5 kg each
circuit
R-22 less than 3.0 kg each
circuit
LP : 35+/- 2 PSI 35+/- 2 PSI
HP : 415+/- 2 PSI 415+/- 2 PSI
86. coaches (ie. TL coaches) running on Indian
Railways are Self Generation (SG) type coaches
Most of the conventional non-air conditioned BG
fitted with 4.5 kW alternators.
These coaches have 110 V DC systems for fan &
lights.
Each coach is provided with bogie mounted axle
driven one brush less alternator of 4.5 kW with
static rectifier-cum-regulator unit (RRU)/ Electronic
rectifier-cum-regulator unit (ERRU), giving an
output at 124 volts D.C.
87. The lights are arranged in two circuits (L-I, L-II) and fans in
one circuit-F, each controlled by a rotary switch.
Each circuit of lights and fans is protected by HRC fuse which
acts as back up protection in case of any short circuit fault,
isolating the faulty circuit only.
The circuit L-1 have essential/ emergency lighting circuit
which also include all Lavatory lights, 50% of compartment
lights, doorway lights, Night lights in all types of IInd Class
coaches.
(Ref: Specification No. EL/TL/48 (Rev.1) –2005)
88. The L-II light circuit feeds all the balance lights in
the coach.
The size of HRC fuse will be as per the type of
coach and the coach load, which will be governed
by the particular specification of the coach.
Re-wirable tinned copper fuses protect the branch
circuits for lights and fans.
Contd.......
89. 110 V DC Train Lighting (TL) systems
4.5 K.W. BRUSHLESS
ALTERNATOR
90. Contd.......
These re-wirable fuses are located on a distribution fuse
board.
All branch circuits are protected by the fuses, both on
negative and positive sides.
Ordinarily one fuse protects upto a maximum of 3 light
points or 2 fans points.
The grouping of negative wires is done in such a manner
that the group load is within the capacity of the distribution
fuse board and arrangements are identical on positive and
negative sides.
91. MAIN RECTIFIER
BRIDGE
FIELD RECTIFIER
BRIDGE
VOLTAGE &
CURRENT
SENSOR
OVER VOLTAGE PROTECTION
FIELD
CONTROL
CIRCUIT
A1
A2 A3
FIELD
REGULATOR
F +
F-
B-
B+
The general schematic wiring diagram is illustrated in RDSO
Drawing No. SKEL-3928 Alt. 2 which is to be followed.
Alternator – Regulator block diagram
92. Colour Code:
For easy identification of the cables, the various circuits have
colour code as indicated below:
Paralleling main and fan positive cables ……….… Red
Light positive cables. …………..… ………………Yellow
Fan negative cables ………………..……………….Black
All other negative cables except fan negatives ….…Blue
The positive & negative cable is segregated by running them
in two separate conduits. The phase & field cables from
alternator to terminal box and from terminal box to rectifier
cum regulator should be run in flexible PVC conduits.
93. The size of fuses at various locations is as given below:
Sr Circuit fuse
Fuse
location
Fuse size
rating
Non-fusing/
non
tripping
Current
60 Sec.
Fusing/
tripping
circuit
Minimum
size of cable
protected
for short
circuit
Short
time (60
sec)
rating of
cable
1.
Positive/
Negative
Branch fuse
DFB
6A
(0.20mm)
(35 SWG)
8A 13A
7/0.85
(4mm²)
37A
2.
LI, LII &
Fan
Junctio
n Box
16A HRC
7/1.7
(16 mm²)
148A
3.
SPM-I &
SPM-II
-do- 16A HRC
7/1.7
(16 mm²)
148A
4.
Main
Negative
-do- 35A HRC
7/2.52 (35
mm²)
325A
5.
Fuse + & -
battery
Fuse
Box
40A HRC
94. The inductor type
Brushless alternator is an
axle driven, power-
generating machine with
‘V’ belt drive, mounted on
the bogies of the coaches.
These are designed as per
spec. no. RDSO/PE/SPEC/
TL/0054-2003 (Rev‘0’) with
amndt.1 &2.
The standard ratings at the dc output terminals of the
rectifying and regulating equipment are 4.5 kW, 37.5A,
120 Volts.
It is driven by 4 Nos. ‘V’ belt coupled between the axle
and the alternator pulley.
95. The Alternator with the help of static/electronic rectifier
cum regulator unit regulates and rectifies the voltage
which is used for:
i. Charging the coach batteries
ii. To meet electrical load i.e. fans, lights, mobile charging points
etc. in the coach.
The alternator is suspended on bogie on suspension boss fitted with
alternator pin.
The suspension boss fitted with a renewable bush having bore dia of
32.5 mm + 0.20 mm and alternator pin of diameter 31.75 mm + 0.0
mm / -0.10 mm.
The alternator is secured with safety chains (as per RDSO Drg.
SKEL 3934) to avoid dropping of it on track in case of any
breakage during run.
The alternator is secured with safety chains (as per RDSO Drg.
SKEL 3934) to avoid dropping of it on track in case of any
breakage during run.
96. Axle pulley - A pulley fitted
on the axle of the coach to
drive the alternator by ‘V’
belt. The pitch circle
diameter (PCD) is 572.6 ±
0.4 mm.
Alternator pulley A pulley fitted on alternator and driven by
axle pulley through ‘V’ belt. The pitch circle diameter
(PCD) is 200 ± 0.3 mm.
Belts are kept under tension by a spring-loaded belt-
tensioning device.
‘V’ belts used are of ‘C’ section size C-122 conforming to
RDSO Specification No. RDSO/PE/SPEC/0059-2004
(Rev.’0’)/ latest.
97. The rectifier cum regulator unit has mainly following functions:
i. To rectify the 3 phase AC output of the alternator to DC output.
ii. Regulating the voltage generated by the alternator at the set
value.
iii. Regulating the output current.
98. The static Rectifier cum Regulator (RRU) consists
components
Power rectifier,
Magnetic Amplifier (MA),
Excitation transformer (ET),
Voltage detector (DT) and
Over volt protection relay (OVPR)
The Electronic Rectifier regulator unit (ERRU) employs
IGBT with driver circuit for the control of field excitation.
It employs Micro controller for the control of output DC
voltage, out put current, Battery charging current and field
current.
Electronic Rectifier cum Regulator (ERRU) is as per RDSO
specification No. RDSO/ PE/ SPEC/ D/AC/0013 (Rev.0).
99. Main features of ERRU with UVC (Universal Voltage
Controller):
Fast and reliable switching devices.
Alternator identifying facilities
Auto setting of parameters are such as output DC
voltage, battery current, load current which in turn
increase the life of battery and the alternator itself.
Monitoring real time value of alternator voltage, load
current, battery AH (IN), AH (OUT) etc., through
interface fitted inside the coach.
100. ratings and
Control circuit is Modular type design.
Auto identification of alternator is
indications.
Auto setting of parameters are of voltage, load
current, Battery current, over voltage, over current
and current limiting for all the regulator of 4.5 kW,
18 kW and 25 kW.
UVC is interchangeable with all types of Electronic
Regulators from 4.5 kW to 25 kW.
Main advantages of ERRU:
101. Close regulation of voltage +/- 2 V over the entire range
of load and speed to have uniform charging of batteries.
Less voltage and current ripple are on Battery Charging
current.
Controlled Battery charging current to have longer life of
batteries.
Moulded Hall sensors for current sensing and setting
current limit.
Static over voltage protection and latching without
battery.
Isopack Power diodes directly mounted on the heat sinks
to have better heat dissipation.
102. Moulded PCBs to avoid dust and vibration problems.
Separate interface unit for monitoring the parameters like
DC Voltage, DC current, Battery charging and discharging
currents, Amp, Hours etc. and it can be downloaded.
This interface has facilities to store AH.IN and AH.OUT,
generation and non-generation time, total distance traveled
by coach and faults occurred in the regulators.
This interface also has Emergency unit. In case of failure of
one control unit, the other control unit will take care of both
regulators.
103. Rating:
Voltage
Full Load amps
Speed Range
:
:
:
124 V
38 A
550 RPM to 2500 RPM.
: 124V +/- 0.5 V at 19 Amp.
Setting:
Normal
And at 1500 RPM
Facility available for setting :
Load Current :
Battery charging current :
120V,122V & 124V
42 Amp (Maximum)
24 Amp (Max.)
Rating and Setting for 4.5 kW Regulator:
104. In 110V, train lighting system, 6V, 120 Ah capacity mono
block batteries are used in all types of conventional non air-
conditioned BG coaches.
There are two types of batteries ie. Low maintenance lead
acid (LMLA) and valve regulated lead acid (VRLA).
105. Eighteen (18) Nos. mono-blocks (each consisting of 3 cell
used in series) of battery constituting one set, are arranged in
two battery boxes. In each battery box the mono-blocks are
arranged in one row of 9 mono-blocks and each mono-block
is kept perpendicular to the track.
These are used in conjunction with brushless alternators with
suitable rectifier cum regulator of 4.5 kW capacity with a
nominal setting of 126 V, 37.5 Amp at full load and 1500
rev./ min.
Water :
preparing
• The water used for topping up and
electrolyte shall conform to IS 1069 – 1993.
106. Electrolyte:
• It shall be prepared from battery grade sulphuric acid
conforming to IS 266-1993 with latest amendment.
• The level of electrolyte shall be at least 50 mm above the top
of separator protector in fully topped up condition (up to the
green level of float indicator).
• The specific gravity of electrolyte when the battery is in fully
charged condition at 27 degree centigrade shall be between
1.210 to 1.220 for 120Ah. The specific gravity shall be
corrected to 27 degree centigrade using the formula given
under C1.3.2.2 of IS 8320-1982.
Manufacturing & commissioning date of Battery:
• The year and month of manufacturer shall be punched on
positive terminal lug base with letter size not less than 6 mm
height and on Negative terminal side commissioning of
cells/batteries, month/year shall be marked by Railways.
107. 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 at the bottom to avoid corrosion of
battery box from spillage of acid.
108. The interior of the battery box is painted with anti-corrosive
paint. The box is provided with ventilating grills to permit
flow of outside air over the cells.
A drain pipe is provided at the bottom of the box to allow
spilled acid or water to drain out.
Mild steel rods threaded at both ends are fixed to the battery
boxes after loading the cells.
While mounting the battery box in under-frame of the
coaches, special care is taken to provide locking nuts and split
pins to avoid any accidental falling of batteries while running.
109. BCT is provided centrally at the both sides of the
under-frame of the coaches for external charging
of the batteries at stations or maintenance lines.
110. All the cables coming from under-frame equipment
like regulator-rectifier, batteries and battery charging
sockets are terminated at the terminal board
mounted inside this box. Supply to the junction box
inside the coach is taken from this box.
111. Rotary Junction Box is
provided inside the coach. It
is used to arrange and
control the power supply to
various circuits of the coach
(e.g. light, fan etc.) with the
help of rotary switches and
HRC fuses.
112. Each coach is provided with four emergency feed
terminal boards on end panels, one each at the four
corners of the coach at lower level to enable emergency
connection to be made between adjacent coaches. On
these terminal boards, the outer terminal shall be
connected to the positive and the inner terminal shall be
connected to negative.
113. The coaches are fitted with
FTL, CFL or incandescent
light fittings.
The fluorescent light fittings
2 feet long, 20 watt, CFL of
11w x 2, incandescent lamps
25w/40w are working on
110 V DC supply.
Level of illumination (Ref:
RDSO spec. no.EL/TL/48
(Rev’1’) –2005).
114. Class of coach Min. illumination level
Ist class compartments 30 lux
2nd class compartments 30 lux
Postal compartments 40 lux
Pantry compartments 30 lux
Lavatories and corridor 16 lux
Luggage compartment of SLR coaches 20 lux
The level of illumination to be attained in various types
of coaches shall be as given below
115. On non AC BG coaches 400 mm
sweep carriage fans are used where
system voltage is 110 DC. These fans
are fixed type with voltage range is
90- 140V DC.
These fans are being replaced with
Brushless DC (BLDC) fans for 110
Volt dc, 400 mm and 450 mm sweep
fixed type.
The blades are made of fire retardant
plastic material.
116. Fuse distribution boards are
provided for each compartment/
bay of the coach.
The covers of Fuse distribution
boards are modified to restrict
the entry of waste/rubbish
material inside the FDB through
its cover and thus reduce the
possibility of fires incidences in
the cables in the vicinity of
FDB.
119. Power Rectifier
Field Diode
Blocking Diodes
Free wheeling diode
Magnetic Amplifier
Excitation Transformer/Field Transformer
120. Printed Circuit Board with diode and Potentiometer
Zener diode
Current transformer with burden resistance
Fuses
Over Voltage Relay
Bridge Rectifier for Voltage detector (KEL)
Shunt (KEL)
124. Brushless alternator is totally enclosed
construction capable of developing a constant
voltage and used for Charging the coach battery
Operation of light, fans, Air Conditioner in the
coach.
125. A.C. Winding and field winding, both accommodated
in the stator.
The A.C. winding is distributed in the small slots &
field winding is concentrated in two slots .
Each field coil spans half the total number of slots.
The Rotor, consists of stacked stamping, resembles a
cogged wheel having teeth and slots, uniformly
distributed on rotor surface skewing the rotor axis.
The alternator consists of two sets of windings
126. The core of the stator which is completely embraced
by the field coils & retain a residual magnetism.
If excited by a battery once, the flux produced by the
field coils find its path through rotor, when the rotor is
rotated, passage of rotor teeth & slots alternatively
under the field and varying reluctance path for the flux
produced by the field coils.
Flux which vary periodically link with AC coil &
induced an alternating voltage in AC coil.
127. The frequency of induced voltage depends on the
speed of rotor.
The field is controlled through regulator to attain
desired output voltage.
The 3 phase output from the alternator is rectified by
the bridge connected silicon diodes.
The DC excitation to the field is obtained by full wave
rectification of alternating current provided through
the field transformer and the load winding of the
magnetic amplifier.
128. The voltage induced in the alternator winding is
dependent on the speed of revolution of rotor and on the
excitation current.
In the absence of voltage detector and magnetic
amplifier, the generated voltage of the alternator is
controlled by only saturation of stator, which is not
regulated.
The necessity of magnetic amplifier is come into
picture.
129. As soon as, the pre-set value of voltage reached, the
Zener diode in voltage detector starts conducting and
sends a “control current” through magnetic amplifier
winding.
The flux produced by the control current is in such a
way that it opposes the flux produced by the load
winding, thereby increasing the impedance of the field
circuit.
The increase in field impedance value reduces the field
current and brings down the voltage output to the
normal value.
130. The current limiting is also achieved in similar manner.
When the alternate current increases by pre-determined
load current, the voltage of the CT after rectification by
bridge will provide the necessary “error signal” for
magnetic amplifier.
In this case, voltage drop across the resistance “R-1” will
cause the Zener diode to conduct.
The control current also passes through same control
winding.
131. The effect of this control current is to retain the current
at the limited value and to reduce the voltage and hence
the output current
Static over voltage protection (OVP) circuit is provided
to stop the generation is case of any fault of the
components and cause over generation.
As the voltage goes beyond the setting limit for more
than 3 seconds the OVP circuit immediately reduces the
field current and latches the output voltage at less than
90 volts, the latching remains even without battery.
132.
133. • Semiconductors having studs (main diodes, field
diodes) should not be over tightened. Recommended
torques for these are given below:-
a) Main diodes- 4.5 N-m.
b) Field diodes- 2 N-m.
As per RDSO/PE/SMI/TC/0003-99 (Rev. 0)
• Solder (60/40,18 SWG) with 35 W soldering iron
134. Use silicon grease/ heat sinking compound between
mating surface of semiconductors with heat sink.
Use fuse link as per manufacture recommendations.
138. Electricity is required in a coach for operating lights
and fans as part of the minimum amenities to be
provided to the passengers traveling in a train.
139. One of the conventional methods is to generate the
requisite energy through the use of alternators driven by
the axle of the coaches.
The obvious problem with such arrangement was frequent
interruption and variation of frequency and voltage
generated with varying speed from stationary condition to
its maximum.
A battery of sufficient Ampere-Hour capacity was thus put
in parallel to feed the power to the coach during such low
voltage conditions. The battery was getting charged when
the generation was good.
140. Magnetic Amplifier based control was successfully
introduced at this stage to regulate and control the
DC voltage generated through the regulation of the
field current of the alternator.
power is used to operate the various
equipment and accessories inside the
This DC
electrical
coach.
141. This design of RRU is having its inherent limitations.
Poor voltage regulation.
No battery-charging feature of charging the coach
battery with current limit at constant voltage.
142. The voltage and current ripple in the 110V DC output
are varying substantially depending upon the type of
load and speed which may affect life of batteries.
Hence, it is felt necessary to go for an alternative
better design having fast response, better regulation
(within ± 2%) using fast switching devices with its
control circuitry to achieve higher reliability and fail
safe feature of the equipment.
143. The objective of the project ERRU is primarily to regulate
the alternator generation at the desired setting considering
the load condition and to maintain a constant charging
current for the battery and to reduce voltage as well as
current ripple.
In addition the system is intended to have fast response and
fail safe protection.
The Electronic Rectifying cum Regulator Unit also have
some additional feature, viz., over voltage protection,
overload protection with fast corrective response together
with various annunciations for indicating the system status.
144. High performance 16 bit microcontroller used to ensure
real time response.
Use of intelligent control algorithm for improved
performance.
Total CMOS (complementary metal–oxide–
semiconductor) design for low power consumption and
reliability.
Excellent DC voltage regulation of 1% against typically 7-
10% with conventional system.
145. Reduction of the ripple content in the controlled DC
output (less than 1% ripple content as compared to the
15% in conventional system).
Better Current Regulation and current ripple (less than
10% compared to typically 25% in conventional system).
146. Intelligent Battery Management algorithm with over current
control to charge the battery at a constant voltage for
additional life and health of the coach battery.
Reduction of Cut-in and MFO speed for better power
management.
147. RDSO specification No. RDSO/PE/SPEC/
AC/0013-2011 (REV-2) For Electronic
Rectifier cum Regulator Unit (ERRU) FOR 25
kW & 4.5 kW Alternator fitted on AC & TL
Coaches issued in December, 2011.
148. • No load DC Output voltage : 135 V (Maximum)
• DC Output Voltage setting : 129 ±0.5 V, 97 A at 1500 rpm
• Voltage regulation : ± 2% of set voltage
• Efficiency at full load at 1800 rpm : 95% (minimum)
• Voltage ripple : within 2%
• Current ripple : within 10%
149. • Load variation : 10 A to 193 A
• Speed variation : 800 rpm to 2500 rpm
• Voltage at 15% over load : 120 V (minimum) at 222 A
• Current limiting : 230 A (maximum)
• Battery charging current limits (max) : 220A
150.
151. No load DC Output voltage : 130 V (Maximum)
DC output voltage setting : 128.5 ± 0.5 V at 19 A at 1500 rpm
Voltage regulation : ±2% of set voltage
Efficiency at full load at 1800 rpm : 95% (minimum)
Voltage ripple : within 2%
Current ripple : within 10%
Load variation : 1 A to 37.5 A
152. Speed variation : 600 rpm to 2500 rpm
Voltage at over load of 40 A : 115 V (minimum)
Current limiting : 43 A (maximum)
Battery charging current limits(max.) : 24 A
155. NOTE:-
- All given no.(1 to 9) are wire numbers
- S6 & S7- coming from OVP
- Wire 5 & 6- coming from UVC
- C1- capacitor mounted in FLD card
assembly.
FLD Card Ckt.
1 K/ 50 W
500 E/ 50W
W
V
U
90 65
0
65
DC+
DC-
3 x Power Modules
+
-
4700µF/450V
F+
F-
D1 D3 D5
D7
D8
D9
D2
M1
D4
M2
D6
M3
T
FLD Diodes
Fuse
Fuse
IG2
IGBT
Card
C1 +
-
ALT
F+ F-
x
Current 1
Sensor
2
U
V S2
S1
9 7 7
6
7 8
8&5
IG1
9
S6
S7
Control Ckt
OVP
Card
156. For easy understand the ERRU circuit is divided into
five parts:
1. Power circuit
2. Field circuit
3. Voltage control circuit
4. Current sensing circuit
5. OVP circuit
157. 1. Power circuit:
Alternator Filter circuit Hall sensors(2)
3 phase bridge
rectifier
Coach load Battery
3 phase supply from alternator is converted into DC by
power rectifier consists of Isopack power diodes.
Filtered dc output current is sensed by load hall sensor and
battery current is sensed by battery all sensor.
DC output voltage is available at DC+ and DC- terminals
for roof load and B+ and DC-for battery charging
158. DC supply required for field excitation is drawn
from alternator is rectified
Field supply is controlled by IGBT and UVC
UVC is control the field current to maintain the
set output voltage of alternator
The gate of the IGBT is controlled by
microcontroller , which is programmed with all
date as per the requirements of the specification
2. Field circuit
159. 3. Voltage Control Circuit
of SMPS unit, micro
The circuit consists
controller.
If the voltage exceeds preset value the micro
controller gives signal to gate of IGBT
IGBT is fast switching device controls output
voltage and maintain with in limits
160. 4. Current sensing circuit:
When ever current exceeds preset value the
microcontroller gives signal to gate of IGBT
IGBT controls output current and maintain with in
limits
Hall sensor used to sense the current flowing in the
alternator is fed into main circuit to limit the output
current and protect the equipment from over current
161. 5. Over voltage protection circuit:
It is provided to stop the generation incase of
any fault of the components and cause over
voltage.
When over voltage exceeds 145V OVP
equipment disconnects the field circuit
163. • These diode modules contain two diodes in a single
pack and have a base plate.
• They can be mounted directly on the heat sinks
needed no insulation in between. This results in
effective heat transfer to the heat sink and thereby
reducing temperature of the device.
• These isopack power diode used as 3 –phase bridge
rectifier.
ISOPACK POWER DIODES
164. • Rating of diode modules are as:-
• D1-D6 (25 kW) Power Diode 350A/ 1200V
• D1-D6 (4.5kW) Power Diode:- 50A/1200V
165. Universal application with a common design to
achieve inter changeability among the same make.
Electronic controller unit having microcontroller
can identify the rating of alternator and
automatically adjust parameters.
It can control the field current.
Ensures load sharing between two alternators.
UVC CARD AND UVC DISPLAY UNIT
167. IGBT (INSULATED GATE BIPOLAR
TRANSISTOR)
Switching device to control DC input signal to the
field for regulating DC output.
It provide faster speed, better drive than power BJTs.
It is a semiconductor device combines high voltage
and high current BJT with low power and fast
switching MOSFET.
168.
169. OVER VOLTAGE PROTECTGION(OVP)
Static over voltage protection circuit is provided to
stop the generation is case of any fault of the
components and causing over generation.
As the voltage goes beyond the setting limit for more
than 3 seconds the OVP circuit immediately reduces
the field current and Latches the output voltage at
less than 90 volts the Latching remains even without
battery.
170. It is tripping under no load or over load conditions
and reset by itself automatically within 2 sec.
The tripping voltage of the relay is set at 138+/- 1 V
for 4.5KW and 141+/- 1V for 25KW ERRUs.
172. The Hall Sensor is a transformer operating with a
balanced magnetic flux principle to measure DC -
AC pulsating current with galvanic insulation
between primary and secondary circuit.
Hall Effect Sensors are used for sensing the output
load current and battery charging current. The
battery charging current is set to limit the charging
current as per the battery capacity.
These sensors are able to measure currents from 250
mA to approximately 1000A.
175. Excitation (Field) transformer
is used for step down the
alternator output voltage for
field circuit.
Field transformer output
voltage rectified by 1-phase
Bridge Rectifier & Rectified
voltage controlled by
switching device as per speed
& load to maintain the D.C.
output constant.
ET (EXCITATION TRANSFORMER)
177. FIRST CONNECT DATA LOGER TO UVC
BOX
PRESS SET PERA
PRESS ENTER
PRESS ENTER
DATA DOWNLOADING START WAIT FOR
SEVERAL MINUTES (5-8)
DATA DOWNLOADING PROCESS
178. CONNECT DATA LOGER TO
COMPUTER USB PORT
OPEN ERRU S/W
FOR UPLODING
PRESS UPLODING DATA
S/W WANT MODE OF
COMMUNICATION GIVEN
IT(USB, 1) AFTER THIS PRESS OK
AFTER PRESS OK DATA
UPLODING START
DATA UPLOADING PROCESS
180. Data can be logged through USB port by using a
commercially available pen drive.
Step 1: Insert the pen drive in the USB port
provided on CIP and wait for
approximately 40 seconds after which
the display on the LCD screen changes
to “DOWNLOADING ERRU NPP
DATA”.
Thereafter the display changes to
“DOWNLOADING ERRU PP DATA”.
181. Step2: After the downloading is over the display comes
back to show the default screen. Plug out the Pen
drive from the USB port. The entire operation
does not require any command from the user in
the form of key pressing to download the Data.
Step3: Insert the pen drive in the USB slot of the
Laptop/Desktop. Run the Software provided for
the analysis of data.
182. Step4: The name of the file present on pen drive will be
in the form of “serialnumber.EFD” where serial
number specifies the serial number of the ERRU
for which the data has been logged from CIP.
Select the respective file through the “open file”
command on the software. After the selection of
the file the data can be analyzed in Minute
Format, Hourly Format, Overall Cumulative data
analysis and Fault Analysis.
183. AFTER DATA UPLODING PRESS
LIVE DATA/ FAULT
PRESS LIVE DATA FOR DATA
CHECKING
PRESS FAULT FOR FAULT
FINDING
DATA CHECKING PROCESS
186. U
V
W
F- F+
From the Alternator,
connect U, V, W and Field
connections as F+ & F-
DC-
DC+
Coach Load
DC+ & DC-
Terminals
B+
Battery +ve
Terminal
CIP
Connector
188. The Keyboard consists of four function keys and three
other keys for parameter setting.
Live Data:
Pressing this key displays the information of on line non-
cumulative data.
Cumulative:
Pressing this key displays the information of on line
cumulative data.
Fault:
Pressing this key displays the information of the faults
which have occurred in the system.
189. Set Data:
Pressing this key displays the information of the setting
parameters for the Electronic Regulator.
The other three keys are UP, DN & ENTER are
used for incrementing, decrementing of different
parameter set limits and to store them in a
nonvolatile memory.
190. There are 8 LED annunciations to alert the user about
the system status on line
LED NOMENCLATURE
Health: This green LED gives the health of Universal
Voltage Controller of the Electronic Regulator cum
Rectifier Unit. It is off whenever there is any problem in
the UVC.
191. LED NOMENCLATURE
Health:
This green LED gives the health of Universal Voltage
Controller of the Electronic Regulator cum Rectifier
Unit. It is off whenever there is any problem in the
UVC.
OV Volt:
As soon as the terminal voltage goes beyond 142 Volts
by anyhow, this RED led gives an indication that over
voltage occurred. Once this LED glows it will remain
latched unless and until the system is reset.
192. Alt Fail:
When the Alternator is moving above 600 RPM, but
the Alternator generated voltage is less than 110 Volts,
in such a condition it is assumed that the Alternator has
some problems, as it is not able to generate the
sufficient voltage.
This condition is considered to be the Failure of the
alternator and the RED LED glows to indicate
Alternator failure.
193. Bat Dis:
This red LED glows when the Battery is in the
discharging mode. Alternatively, it remains OFF during
the charge condition of the battery. In addition the normal
display gets automatically changes in accordance of
battery charging or discharging mode.
BAT CHG:
This GREEN LED glows only when the Battery is in the
charging mode. Alternatively, it remains OFF during the
discharge condition of the battery. In addition the normal
display gets automatically changes in accordance of
battery charging or discharging mode.
194. OV LOAD:
Over Load or Short Circuit condition is indicated by the
OL / SC FAULT LED.
Fuse Fail:
If any one or both the main fuses in the U & V phase
line fails due to any abnormal condition or the Field
Fuse is blown off, the FUSE
Fail Red Led glows to indicate the fuse failure. This
though does not affect the performance of UVC; what
for UVC health remains unchanged.
195. Bat Low:
As soon as the terminal voltage goes below 102V this
RED Led glows to give an indication that battery
voltage has dropped below 102V.
196. The ERRU is ‘maintenance free’ equipment. Visual check
for mounting and external damages.
Weekly Maintenance:
⚫ During maintenance, check the various fuses for two
phases from alternator and the field fuse.
⚫ Check the power cable connections with load, battery
as well as with the alternator on the control-wiring box
of ERRU box.
⚫ Check the 12-core 1:1 cable continuity between
ERRUs and CIP.
MAINTAINENCE
197. Quarterly Maintenance:
⚫ Check all the wirings inside the ERRU box once in
three months of work.
⚫ Check the tightness of the various modules attached
with the ERRU box.
198. S.
Item Description
Quantity
NO / ERRU
1 UVC Box 1
2 CIP(Coach indication panel) 1
3 Control Card 1
Power Control Module
4
(Comes with IGBTs, Field Rectifiers, Snubbers &
1
Field Current Sensors in one Integrated Module
fully assembled)
199. S.
Item Description
Quantity
NO / ERRU
5 Power Diode Module 3
6
Current Sensors
2
( or Load Current)
7
Communication Couplers with 17 meters for NPP
side & 14 Meters for PP side 12-core wire fully 2
assembled
200. S. Symptoms
NO observed
Probable
defects in
the system
Remedy / Remarks
1
The system not
working
Power cable
faulty
Check the continuity of
power cables and replace if
necessary.
2
UVC not
working.
Power
supply
failure
Connect the battery and
check the faults on LCD
input at UVC box.
Alternator
3. unable to
generate power.
Control
wiring faulty
Check the continuity of the
control wiring from ERRU
box to alternator.
201. S.
NO
observed
Symptoms
Probable
defects in
the system
Remedy / Remarks
3 Alternator Main fuse
failure
Check and replace (if blown) the
ac phase fuses.
Field fuse
fail
Check and replace (if blown) the
field fuse.
4
unable to
generate
power.
Reduced
alternator
Voltage
setting
generation changed.
Check the actual set voltage using
the keyboard in the SETTINGS
menu.
System in
current
control
mode.
Check the current limit settings
(total & battery charging current
limits) and the actual loads from
the display to ensure whether the
system is in current limiting mode.
202. Over Voltage:
The Over Voltage fault can be re-setted by pressing the
Over Voltage Reset Buttons on CIP for individual
ERRUs (PP & NPP).
Over Load / Short circuit:
It indicates that the system is getting overloaded. In such
case to return to normal working condition, the load
should be decreased otherwise the ERRU will continue
running in reduced voltage regulation mode than its
normal regulation voltage.
PROBLEMS INDICATED BY LEDs
203. Fuse Fail:
In case of Main Fuse (any of two) or Field Fuse failure
the LCD of CIP and ERRU gives the message. Replace
the blown fuses.
failure (other than
Alternator Failure:
In some cases
mechanical) the
of alternator
ERRU shows the fault message.
Recharge the alternator or replace.
UVC health: Replace UVC in case of this LED glows.
204. Connect all the terminals strictly as directed in the
OEM’s manual.
Connect Battery before starting test and see the
healthiness of UVC on keyboard display and LED.
Check the setting parameters before starting the test.
Parameters are loaded by default. If required these
can be changed as desired within certain predefined
limits.
205. Avoid running the ERRU at zero load. Please
connect at least base load corresponding to ERRU
capacity if testing without battery.
Vary the RPM gradually from 0 RPM to 2500 RPM.
206. Do not test the 25 KW ERRU without connecting the
battery while installed in the coach.
Always switch on the battery first, verify the
communication with CIP. Ensure the proper parameter
settings through the display panel and the proper load
connections before starting the test.
Never apply the field fuse when alternator is running
at a speed more than 400 RPM.
207. Never change the Rotary Power Changeover of the
coach (ALT1, ALT2, BAT) when the alternators are
moving and the ERRUs are in function.
The Rotary Changeover switch can be changed only at
the time of fault or emergency and only when the
alternators are not moving (train is stationary).
Do not touch the live parts inside the ERRU while
running.
Do not touch the IGBTs with naked hands.
208. Do not start the alternator through prime mover if
ERRU is not connected with battery.
Do not charge the battery by any external source if its
voltage is more than 140 Volts. This will trip the
ERRU in over voltage latched condition.
211. The brushless alternator with the help of rectifier cum
regulator unit (RRU/ERRU) is capable of developing
voltage from minimum speed to maximum speed.
One unit of 4.5 kW brush less alternator is used in
non AC (train lighting coaches) self generating
coaches.
2 units of 25 kW brush less alternators in parallel
with RRU/ERRU, battery, are used on self
generating AC coaches.
212. Ratings in use (at dc output terminals)
3 kW for MG TL coaches.
4.5 kW, 110/120 V DC, 38 A for TL coaches.
12 kW, 110/130 V DC for MG AC coaches and Jan
shatabdi.
25 kW, 110/130 V, 193 A for under slung and
RMPU type AC coaches
214. Quantity
• TL coaches - 1 set/coach
• All AC coaches except FAC - 2 sets/coach
• FAC - 1 set/coach (being increased to 2 sets/coach)
Used for charging battery set of coach at nominal 110
V and catering AC and TL load of the coach.
RRU/ERRU used for
• Rectify ac output of alternator
• Regulate output of alternator
• Prevent reverse flow of current from battery
215. Alternator Part I Part II
4.5 kW KEL Kundra Star Electric Company
SIL PD Steel
HMTD Kapsons
Presstech
Best & Crompton
IC Electrical
216. Alternator Part I Part II
25 kW KEL Kundra Best & Crompton
SIL PD Steels
HMTD
Presstech
BHEL
IC Electrical* * Not for RRU
217.
218. Hetro polar, inductor and self exciting type having no
windings on rotor
Suitable for bi-directional generation
Operating condition -5 to 55 0C and 100% RH
Bogie transom mounted
Universal applicability
Able to operate without battery
219. Rotor shaft made of EN 24 (hardened and tempered)
Coach wheel Dia: New/fully worn -915/813 mm
Rotor and Alternator pulleys dynamically balanced
Finished shafts to be 100% ultra sonic tested
I/P & O/P sockets terminated on separate terminal
posts.
RRU is magnetic amplifier type field excitation control.
Insulated cleat provided on frame to support cables
220. Dual coated enameled winding wires and VPI adopted
Winding star connected (formed in stator overhung)
RRU has un-controlled, 3 phase full wave rectifier
RRU regulate O/P voltage at all speeds 800-2500 RPM
and at all loads from 10 A-rated current
Universal RRU when used with other make Alternator
MFO permitted tolerance of +- 50 RPM
Sr .no of Alternator: Ist two digits-Yr of mfr, Next two
digits- month of mfr & No. of m/c manufactured in
month.
221. Each alternator set comprises of
• 1 TL/AC alternator with 1/2 V grooved pulleys
• Safety chains 2 for 4.5 kW/ 3 for 25 kW
• 1 RRU/ERRU
• Belt tensioning device complete
• Axle pulley complete with rubber pad and
hardware
222. • Suspension pin complete with hardware
• Crimping type sockets for Alternator and
RRU/ERRU
• Maintenance manual
Items procured separately
• V belts 4 (TL), 6+6 (AC)
• Nylon suspension bushes 2/set
223. Cut-in speed:
Alternator speed in RPM at which rectified output is
110 V at no load.
Min speed for full output (MFO):
Min Alternator speed in RPM at which it gives rated
O/P current at rated V.
Voltage and Current detector:
Device to limit voltage and current of alternator to pre-
set values.
232. 1. STATOR
2. NORTH POLE
3. SOUTH POLE
4. FIELD COIL
5. FIELD COIL
6. ARMATURE
WINDING SLOTS
7. ROTOR
233. Cut in Speed – 350 ± 50 r.p.m.
MFO (Min. speed for Full output) - 550 ± 50 r.p.m.
Working Speed – 2500 r.p.m.
Voltage setting at 1500 r.p.m at 19 Amps – 128.5 ± 0.5
Volt DC
Over Voltage Protection Setting – 145 ± 1 Volt DC
Current Setting – 37.5 Amps
Current limiting – 37.5 + 15% of rated load (amps)
234. Modified Nylon bush arrangement issued vide RDSO
letter no EL/1.6.9.15 Dt. 28.12.2012
235. Both windings (AC & Field) accommodated in Stator.
AC windings distributed in small slots.
Field winding concentrated in two slots and each coil spans, half
the total no. of slots.
Rotor consists of stacked stampings like cogged wheel having
teeth and slots uniformly distributed on surface skewing rotor
axis.
Principle of working
236. Core of stator (completely embraced by field coils) retain
residual magnetism, if excited once by battery.
Flux produced by field coils find its path through rotor.
On rotation, rotor offers varying reluctance path for the field
flux.
Varying field flux induces alternating voltage in AC coils.
Frequency depend on speed and magnitude on speed and level of
excitation.
240. Functions
Rectification of 3 phase AC output of alternator
using full wave rectifier bridge.
Regulation of voltage at set value.
Regulating output current at set value.
241. Components
3 ph full wave rectifier (Diode D1 to D6) with heat
sinks.
1 ph full wave rectifier (Diode D16 & D17) on heat
sink along with free wheeling diode D18.
Sensing diodes (D19 & D20) for current/voltage
setting with zener diode Z1.
243. DE- NU-311
• Terminal end NU-312 (cylindrical)
• Other end 7312 (angular contact ball)
L 10 life 16 million km at 1500 RPM
Make : SKF/FAG
NDE 6309
4.5 kW
• Drive end: NU-311 (Cylindrical)
• Non drive end: 6309 (Deep groove ball)
25 kW
244. Feature 4.5 kW 25 kW
Rating 120 V, 37.5 Amp 130 V, 193 Amp
Factory set at (1500 RPM) 128.5V at 1/2 load 128 V at 1/2 load
Efficiency 70% at full load
and 1800 RPM
80 % at full load
and 1800 RPM
Min. RPM for 2V ac r.m.s. 300 NM
Field winding resistance 4.5+/- 0.5 Ω 8.5+/-1.5 Ω
Stator winding resistance
(phase to phase)
0.4+/- 0.05 Ω 0.045+/-0.01 Ω
Suspension pin dia 31.75+0/-0.10 mm 35.0 +0.2/-0.3 mm
245. Feature 4.5 kW 25 kW
Insulation class F H
Ripple content (max) 5% 3%
Alt pulley width 110.5+/-1.5 mm 200+/- 1 mm
Axle pulley width 110.5+/-1.5 mm 210+/- 1 mm
Cut in speed (min)* 357 RPM 400 RPM
MFO (max)* 600 RPM 800 RPM
Alt pulley groove angle 34+/-0.5 0 36+/-0.5 0
Axle pulley groove angle 38+/-0.5 0 38 +/- 0.5 0
* With new wheel dia (915 mm)
246. Feature 4.5 kW 25 kW
Tensioning device working length 310 mm 295 mm
Distance of axle pulley from
wheel hub
140+-1 mm 228+/-0.5 mm
Weight (max) NM < 525 kg
Current limit set between 228 & 232 A
Voltage not to dip <120 V at 225 A
Mating of Alt pulley with shaft > 80 %
Free hanging clearance from RL 178 mm
O/P V tolerance (10 A to full load) +- 4%
247. Feature 4.5 kW 25 kW
I limiting by potentiometer 228-232 A
Voltage not to dip below 120 V at 225 A
Max V set through potentiometer 140 V at 800 rpm on
10 A load
Max I set through potentiometer 232 A
Bearing L10 life > 16 million km at
1500 RPM
Bearing re-greasing interval >30 M or 6 lac km
OVR set at 145+- 1 V
Size of rotor (D * L)
No of teeth (slot) on rotor 8 12
248.
249.
250. Sr SMI/MS N0 Description Reference
Instruction for re-assembly of
1 AC/SMI/9
NH type bearing of 18 kW EL/7.1.21/K
KEL make alternator during Dt. 03.7.1991
POH
2
RDSO/PE/SMI/
AC/ALT/0002
Fits and limits on bearings of
EL/7.1.38/1
alternators and motors used on
Dt. 20.01.99
98(Rev.0) AC coaches.
3
RDSO/PE/SMI/
AC/ALT/0003,
Procedure for measuring
EL/7.1.38/1
bearing clearance of a free
Dt. 20.01.99
98(Rev.0) bearing.
251. Sr SMI/MS N0 Description Reference
4 RDSO/PE/SM/ Condition monitoring of EL/7.1.38/1
AC/ALT/0004 bearings. Dt. 20.01.99
–98(Rev.0)
5 RDSO/PE/SMI/ Fitment of outer race of EL/7.1.38/1
AC/ALT/0005– bearings in the housing. Dt. 20.01.99
98(Rev.0)
6 RDSO/PE/SM/
AC/ALT/0006–
98(Rev.0)
Testing and checking of new
bearings for alternators and
motors of AC coaches.
EL/7.1.38/1
Dt. 20.01.99
7 RDSO/PE/SM/
AC/ALT/0007–
98(Rev.0)
Guidelines to identify genuine
and spurious/reconditioned
bearings.
EL/7.1.38/1
Dt. 20.01.99
252. Sr SMI/MS N0 Description Reference
RDSO/PE/SM/
8 TL/ /0003-99
(REV.`0’)
Proper mounting ,maintenance
and handling of power and
field diodes provided in RRU
April 1999
RDSO/PE/SMI/
9 AC/0018–99
(Rev.0)
Proper load sharing in AC
coaches.
EL/7.1.38/1
05.02.1999
RDSO/PE/SMI/
10 AC/0019 –2002
(Rev. '0')
Testing procedure for proper
working of OV protection
provided in 25 kW alternator.
EL/7.1.38/1
RDSO/PE/SMI/
11 TL/026 2003
(REV.`0’)
SMI for checking shaft of TL
alternator
Oct. 2003
253. Sr SMI/MS N0 Description Reference
12
RDSO/PE/SMI/AC/
0033-2006 (Rev. 0)
Protection of Lead wire
of TL & AC Alternator
EL/1.6.9.15 dt.
20.06.2006
For 4.5/25 kW
13 RDSO/PE/SMI/TL/0 RRU/ERRU voltage June-2012
045-12(Rev-0) setting on TL and AC
Coaches
14
RDSO/PE/SPEC/TL
/0175-2012 (Rev-0)
Guideline to use standby
circuit in ERRU
Aug-2012
15
RDSO/PE/MS/TL/0
020-2003 (Rev. '0')
Provision of modified
terminal box cover for
4.5 kW 110 V TL
Alternator
EL/1.6.9.15
20.02.2003
254. Sr SMI/MS N0 Description Reference
16
RDSO/PE/MS/TL/0
021-2004 (Rev. '1')
Provision of OV protection
in RRU of alternator used in
SG AC coaches.
EL/1.6.9.15
19.08.2004
17
RDSO/PE/MS/TL/0
024-2003 (Rev. '0')
Provision of modified
terminal board assembly in
4.5/18/25 kW alternators.
EL/1.6.9.15
31.07.2003
18
RDSO/PE/MS/TL/0
033-2004 (Rev. '0')
Provision of filter circuit in
RRU of 4.5 kW alternators
used in TL coaches.
EL/1.6.9.15
18.08.2004
19 RDSO/AC/MS/22
Modification to cable layout
from 18 kW alternator
terminals to junction box of
AC coaches.
EL/7.1.21/K
dt. 4.7.91
255. Sr. SMI/MS N0 Reference
Description
Procedure for brazing
EL/7.1.21/K
20 RDSO/AC/MS/24 winding wire with flexible
17.12.91
RDSO/PE/MS/TL
21 / 0002 – 99
(REV.0)
lead wire on alternators.
Arrangement for anchoring
of outgoing cables
TB and UF TB of TL
alternators
from
EL/1.6.9.15
alternator TB/box to RRU
dt.15.02.1999
22
RDSO/PE/G/0002 Guideline for rewinding of
-2005 (Rev. 0) TL/AC Alternator
EL/7.1.38/1
Aug. 2005
256. Sr. SMI/MS N0 Description Reference
RDSO/PE/MS/A
23 C/ 0034-2005
(Rev. 0)
For protection of lead wire
in 4.5 /25 kW Alternator
EL/7.1.38/1
23.08.2005
257. Measurement of winding resistances
By suitable resistance measuring device at ambient temp.
R20 averaged for 5 m/cs. Not to vary by more than ±7% of
declared value.
Temperature rise test
Alternator run at Irated and 2500 rpm and repeated at MFO.
Forced air-cooling 6 & 4 m/sec for alternator and RRU
respectively. Temperature rise by resistance method above
ambient of 550 not to exceed specified value.
258. IR Test
Measured before and after HV test between all terminals
shorted together and body with 500 V dc megger. Value
to be > 20 Mῼ.
HV Test
Immediately after temp rise test 1500 ac rms 50 hz
(gradually increased from 500 V) applied all shorted
external terminals and frame for 1 min. For acceptance
duration 5 sec and without temp rise test. ILeakage < 30 mA.
259. Open Circuit Test
Alternator run at minimum 5 speeds
(500,900,1500,1800, 2500) with field separately excited.
O/P voltage vs field excitation curves are plotted.
Load test
Conducted with resistance load and or with battery.
All characteristic tests done at 129 V, 96.5 A at 1500
rpm. (for 25 kW) Test consists of , No load test,
speed vs O/P, and Current vs V test.
260. No load test
Conducted at base load of 10 A. DC O/P voltage recorded
at MFO,1500,1800 and 2500 rpm and variation not to
exceed 4% of pre set voltage.
Speed vs O/P voltage
Done at full rated and half rated current at speeds from
MFO to max speed. V not to vary ±4% of pre set value.
Current vs voltage
Done at 1800 rpm. I varied from 10 to 193 A, keeping
speed constant. V not to vary ± 4%.
261. Current limiting characteristic test
Done after I vs V test. Point when , current doesn't
increase even with load increase. Not to exceed 230 A.
Mechanical over speed and induced voltage test
Done just after temp rise or load test. Alternator run for 2
minutes in each direction with Open Circuit stator
winding and separate excitation at cut-in speed level at
speed of 3035 rpm.
262. Short circuit test
Done on cold m/c. O/P terminals short circuited with an
ammeter and excitation adjusted to achieve 25, 50, 75 and
100% full load. Curves plotted for various speeds.
Parallel operation
Done at 800,1800 and 2500 at 25,50 and 100% load.
Difference not to exceed 30 A.
OV protection:
Time delay of 3 seconds. Set at specified voltage for
different make.
263. Surge protection test:
At 1800 rpm, full thrown off and O/P voltage rise recorded.
Again full load leaving 10 A resistive load thrown off and V
not to rise > 400 V and should drop to normal in 5 seconds.
Efficiency test:
Efficiency at 1800 rpm to be >80%. Speed vs efficiency curves
at rated load.
Environmental tests:
Done on RRU only. Temp rise (dry and damp heat), in
corrosive atmosphere, combined dust humidity and heat and
vibration and shock test.
264. Hose proof test:
For RRU, IP 55S of IS 4691-85
Special tests
• Ripple content not to
Vmin)/(Vmax-Vmin)*100 %
exceed 3%. (Vmax-
• Mating of pulley with shaft: Done using plug and ring
gauges and prussian blue and media
• Shorting of power diode: At 1800 rpm and full load
for 2”.
265. • OC power diode
• Junction temp of semi conductors
• Dynamic balancing of rotor and pulleys
• MFO at cold and hot condition
• MHO measurement
Fire retardant test for terminal board
266. Tightening of alternating pulley with 30 kg-m torque
by torque wrench.
Heat the bearing by the induction heater during
fitment.
Use proper grade of grease as per manufacture
recommendations.
Quantity of grease to be used:
Ball Bearing 6309 -13 gms (approx)
Roller Bearing NU 311-20 gms (approx)
267. Fuse wire instead of fuse link.
Over tightening of diodes.
Less size of lead wire.
Hammer on pulley during removal.
Over tight the alternator pulley.
Heat the bearing more than 100oC.
268. Put extra grease in bearing.
Use less than 80% mating surface alternator pulley.
Use alternator pulley if V groove shine/0.5mm wall
are worn out.
269. Locking of alternator suspension hanger pin.
Alignment of alternator pulley with axle pulley.
Use same grade of V belts.
Check belt tension as per RDSO recommendation-4
kg weight, sag-14 mm. (max)
270. Tightening axle pulley with 30 kg-m torque and gap
between hub 3mm.±0.5mm.
Check any damage or worn out part.
Check fitment of safety chain with alternator & bogie.
271.
272.
273. OVP is a protective relay used to protect the
electrical equipment from over voltages in
coaches.
274. Over voltages are voltages that exceed the normal values.
These normal values determine the insulation, which is
designed and tested according to the appropriate
regulations.
The degree of insulation varies depending on the type of
electrical equipment.
Over voltage generation may cause failure of lights & fans
and may lead to smoke emission in some cases.
275. Control winding of Magnetic Amplifier(MA) in RRU
getting open ckt.
Failure of Zener Diode in voltage detector.
Opening of resistances/potentiometer in the control unit.
Failure of control rectifier diodes (D5,D6,D7).
Opening of field diode or free wheeling diode.
276.
277. It is a safety device.
It protects the coach from over voltage generation if
control circuit failed in RRU/ERRU.
It is of two types:
1)series type
2) shunt type
280. It stops the generation incase of any fault in the voltage
control ckt of RRU/ERRU
If the voltage goes beyond 142volts dc for more than 3
seconds the OVP circuit immediately reduces the field
current and latches the output voltage at less than 90
volts.(in shunt type OVP)
The latching remains even without battery
281. OVP sensing the output voltage, and fed to a comparator,
electronic relay and a delay circuit. When the voltage
exceeds the set value, the delay circuit switches ON and
the comparator gives a pulse to an electronic relay
connected in series with the field circuit.(in series type)
The opening o f the electronic relay stops the generation,
After a preset delay time the signal is latched and the field
current will not be allowed.
As and when the fault is removed from the circuit the OVP
automatically isolates it self or the latching can be
removed through a reset switch provided in the circuit.
282. • It is used to know the working condition of OVP on train.
283. OVP
MAKE
DC+ DC- F+ F- U V
Tripping
Voltage
Remarks
KEL 7 8 19 20 - - 150V DC
Connect loop
wire between 8
& 13 of OVP
SIL,STS&
ICECPL
DC+ DC- F+ F- - -
116/119V
AC
Connect loop
between
DC +ve to U
Best&
Crompton
B+ B- F+ F- AC1 AC2
140±1V
DC
-
KAPSON DC+ DC- F+ F- U V
143-144V
DC
-
HMTD B+ B- 2 F2 - -
150V
DC
Connect loop
between
DC + ve to 10
PRESSTE DC+ DC- F+ F- U V 146 V -
CH DC
284. OVP
MAKE
DC+ DC- F+ F- U V
Tripping Remarks
Voltage
KEL 7 8 15B 15R 13 14
Connect loop wire
150V DC between 8 & 13 of
OVP
SIL DC+ DC- F+ F- - -
Connect loop
150V DC between
DC +ve to V+
STESALIT DC+ DC- F+ F- - -
Connect loop
123V AC between
DC +ve to U
ICECPL DC+ DC- F+ F- - -
116- Connect loop
119V AC between
DC +ve to U
285. OVP
MAKE
DC+ DC- F+ F- U V
Tripping
Voltage
Remarks
Best&
Crompton
B+ B- F+ F- AC1 AC2 145±1V DC -
BHELEML 7 8 15R 15B 13 14 145V DC -
HMTD B+ B- 2 2 - - 150V DC -
PIPL DC+ DC- W W1 U V 150 V DC -
286. 1. Disconnect all terminal
wires at OVP.
2. Connect the OVP Test Kit
wires to corresponding
OVP terminals as per
SMI-0047-2013 (Rev.0).
287. 3. Connect 110V DC
supply to Testing Kit.
4. Switch “ON” the input
supply ( Keep the Variac
position at minimum).
288. 5. Increase the Variac
gradually to trip the
OVP.
6. Note the AC and DC
voltage reading at the
time of OVP tripping.
289. 7. Finally decrease the
voltage with Variac and
switch “off” the supply
of testing kit.
8. Reset the OVP by
pressing the Reset button.
9. Reconnect the wires of
OVP by disconnecting the
Test kit wires.
290. Reasons for not working of OVP:
o Terminal connection of OVP are not connected properly.
o Incoming supply AC/DC to the OVP may not be
available.
o Relay used in the OVP circuit may be faulty.
o Electronic circuit used in the OVP may be faulty.
o Reset push button may be defective.
o Free wheeling diode of RRU may be defective.
291. It leads to over generation/low generation (80-90volts).
Causing lights and fans may burnt/dim.
Cells may over charge causing cell burst/internal short
ckt/under charge due to low generation.
Insulation damage, joints may lead to earth leakage.
There is a chance to broke fire.
Note: Check the OVP once in every 3 months on train.
292.
293.
294.
295. Battery consists of two or more
cells electrically connected.
Cell is a device that converts the
Chemical energy into electrical
energy by means of an
electrochemical reaction.
298. 1. Series Connection
• Positive terminal of one cell is connected to the negative
terminal of another cell
• Increasing the overall voltage but the overall capacity remains
the same.
2. Parallel Connections
• Like terminals of all cells connected together
• The overall voltage remains same but capacity will be increased
Battery Connections
299. Battery Capacity
Amount of charge available when battery is discharged at a
specific rate specified in Ampere-hours (Ah).
Measurement…
Battery terminal voltage under discharge under standard
conditions of 27ºC
Example:
A 2.0V Lead-acid battery rated for 200 Ah (for a 10-
hour rate) will deliver 20 amperes of current for 10 hours
under standard temperature before its terminal voltage
reaches specified value (for example 1.75V for VRLA or
1.85Vfor LMLA)
Battery capacity varies with the discharge rate.
300. Specific gravity of acid is the measure of its concentration
Indicates the state of charge of flooded cell but not the capacity
Specific gravity is measured by Hydro Meter
Cell open circuit voltage = Specific gravity + 0.845
Specific gravity varies with temperature
Higher Specific Gravity – More capacity but shorter life
Lower Specific Gravity - Less capacity but longer life
301. Where is this 2.0V coming from?
PbSO4 +2H+ + 2e- E° = 0.356V
At the negative electrode
Discharge
Pb + H2SO4
Charge
At the positive electrode
Discharge
PbO2 + 2H+ + H2SO4 +2e- PbSO4 + 2 H2O E° = 1.685V
Charge
Overall Reaction:
PbO2 + Pb + 2 H2SO4
Discharge
PbSO4 (+ve Plate) + PbSO4 (-ve Plate) + 2 H2O
Charge
E° = 2.041V
302. Flooded Lead-Acid Batteries
• Electrodes/plates are immersed in electrolyte
• Vented for gas escape
• Distilled water must be added occasionally
Sealed Lead-Acid Batteries
• No free electrolyte
• Oxygen recombination and hence water is retained
• Regulated vent to allow gases to escape at particular pressure
Flooded Vs Sealed Batteries
303. Recombination Reaction
At Positive Plate
H2O 2H+ + ½ O2 + 2e-
At Negative Plate
½ O2 + Pb PbO
PbO + H2SO4 + 2e- + 2H+ 2PbSO4 + 2H2O + Heat
306. Conceptual View - Oxygen Recombination Process
Advantages:
• No water Topping
• Office Friendly (No separate battery room required)
• Small Size
Disadvantage:
• Sensitive to Operating temperature
307. ELECTROCHEMISTRY OF LEAD-ACID BATTERIES
PbO2 + 2H2SO4 + Pb >
2PbSO4 + 2H2O
Discharge
2PbSO4 + 2H2O >
PbO2 + Pb + 2H2SO4
Charging
+
Loading
PbSO4
PbO2
Pb
PbSO4
2
H O
PbO2
PbSO4
H+
SO4
SO4
e - e-
Charging
+ -
H 0
2
H+
-
H+
H SO
2 4
H2SO4
Pb
PbSO4
--
--
308. - SULPHURIC ACID
- WATER
-LEAD DIOXIDE ON +
-LEAD SULPHATE ON +
-SPONGE LEAD ON -
-LEAD SULPHATE ON-
Load
_
+
MAX. H 2SO4
MIN. H2O
MAX. PbO2 MAX. Pb
MIN. PbSO4 MIN. PbSO4
CHARGED
LEAD - ACID BATTERY DISCHARGE
DISCHARGED
DISCHARGING
Load
_
+
MIN. H 2SO4
MAX. H2O
MIN. PbO2
MAX. PbSO4
MIN. Pb
MAX. PbSO4
309. - SULPHURIC ACID
- WATER
-LEAD DIOXIDE ON +
-LEAD SULPHATE ON +
-SPONGE LEAD ON -
-LEAD SULPHATE ON -
CHARGER
_
+
MIN. H SO
2 4
2
MAX. H O
MIN. PbO2 MIN. Pb
MAX. PbSO4 MAX. PbSO4
LEAD ACID BATTERY CHARGING
DISCHARGED CHARGED
CHARGING
CHARGER
_
+
MAX. H SO
2 4
2
MIN. H O
MAX. PbO2 MAX. Pb
MIN. PbSO4 MIN. PbSO4
321. LMLA Battery Charging
When Charging Current (Amps) ECV at the
end of
100%
discharge
Specific Gravity
Initial % Final % Charging Full
Discharge
Initial Filling
and charging
10% of rated Ah
capacity till
voltage reaches
2.4V
5% of rated Ah
capacity from 2.4V
till end of charge
(2.6 to 2.7V)
1.85V Filling
1.22 ± 0.005
Fully
charged
1.17 ±
0.02
1.24 ± 0.005
Reading to be taken every 4 hours. Allow rest period during charging if
Electrolyte temperature exceeds 50ºC. Add electrolyte with initial filling
specific gravity for topping up during initial charging only. Total mandatory
minimum charge input in Ah is 550% of rated battery Ah for cells with unformed
plates (300% for partially formed plates)
Freshening charge:-
If cells are not commissioned after initial charging, the battery has to be
charged for 6 hours at 5% of rated Ah capacity charging current.
If it is constant voltage charger, battery has to be charged @ 2.4V per cell for 24
hours with 10% of rated Ah capacity charging current.
322. LMLA Battery Charging
Regular charging
• 2.4v per cell at a charging current of 5% of rated ah
• 110% of drained ah capacity should be put back after every
discharge to maintain battery healthiness
Equalizing charging
• Whenever voltage variation among cells ≥ 0.1v on float or on load
or specific gravity variation among cells ≥ 0.02
• Otherwise, once in three months
• Charge with 5% current till all cell voltages reach 2.6 to 2.7v.
correct sp.Gr. To 1.24 in all cells by adding di water
323. LMLA Battery Charging
Equalizing Charging (contd…)
• Minimum charge input (ah) during equalizing should be 50% of the
rated ah capacity
• If it is a constant voltage charger, increase the voltage to 2.55V per
cell, charge for 16 hours at a current setting of 10% of rated ah
capacity
Recommendation
• If voltage variation or specific gravity variation beyond specified
limits persist even after equalizing, replace particular cells.
• They need to be tested and revived separately.
325. • LMLA batteries are widely preferred as
maximum life can be obtained from the battery
with little maintenance.
• At the same time, they can suffer from premature
death if not given proper attention for periodic
maintenance.
326. • Proper initial charging, correct specific gravity and
correct quantity of acid are very important for little
maintenance later.
• Records of initial load test is very important to verify the
performance of batteries later and will help in identifying
reasons for failure later, if any.
Recommendations
327. • Contaminated acid
• Wrong specific gravity of acid
• Insufficient acid quantity
• Reverse connections while charging
• Incomplete charging
• Loose terminal connections or over tightening.
• Cells left with dummy vent plugs.
• Damaged cells installed leading to electrolyte leak.
What can go wrong during Initial
Charging?
328. • Wrong cable size between charger and battery
• Improper connector sizes between cells
• Wrong charger voltage settings
• Insufficient acid quantity
• Adding acid instead of DI water
• Leaving vent hole and level indicator hole open
• Insufficient or overcharging
• High room temperature
• Wrong calibration of measuring instruments
What can go wrong in operation?
329. Routine Maintenance - Monthly
Check for dust accumulation around all connections – from input
cable till the last cell in the battery bank – and clean the dust
Check for any corroded bolts / cable lugs / connectors – Clean /
replace them – apply petroleum jelly
Check and clean dusted vent plugs and refit properly
Check and replace any broken cell as any acid leak will damage the
battery stand
Identify one pilot cell for every six cells in the battery
Check and record Float Voltage of pilot cells and verify if it is as per
recommendations given in manual
Apply site load and measure on load voltages of pilot cells after 15
minutes on load
330. Routine Maintenance – Half yearly
• Verify monthly maintenance records and ensure all
mandatory checks are carried out and are in order
• Check the level of electrolyte in each cell and top up with
distilled water to maintain level within the marks
• Check for proper functioning of measuring instruments –
multimeter / ammeter / voltmeter – recalibrate if necessary
• Check float voltage and electrolyte specific gravity of each
cell and verify the State of Charge(SOC) of each cell
• Give equalizing charge as recommended in the manual
• Replace any broken vent plug or float guide
331. Routine Maintenance - Annually
• Clean all cells for dust and acid mist
• Clean all vent plugs for removing accumulated dust
• Clean / replace corroded connecting parts
• Ensure full state of charge of battery
• Conduct load test up to 80% depth of discharge of battery
• Level the electrolyte and conduct equalizing charge as given
in the manual
• Check charger settings for correctness of voltage and
current as recommended in the manual
342. Coaches”
This video is available on internet at RDSO
Directorates CAMTECH Publications for
download Electrical 2015-16
This video can also be viewed on Youtube CAMTECH
Gwalior videos or following link:
https://www.youtube.com/watch?v=leUkuod-v0s
CAMTECH, Gwalior has prepared a video film on
“Maintenance of LMLA batteries used in TL
343.
344.
345. Endless V-belts (multiple drive) are used for transmission of
mechanical power from the coach axle to the alternator which
supplies power to the train-lighting and air conditioning loads
in Railway coaches.
The reliability of the V-belt is essential to ensure that there is
no breakdown in the passenger amenities, viz. lighting, air
conditioning and air circulation devices i.e. fans in the
railway coaches.
Railways are using C-122/3155 Lp V-belts.
RDSO has also issued specification no.
RDSO/PE/SPEC/AC/00160-2014 (Rev. 1) for long life V
belts with ‘Aramid’ cord which are under trial.
346. A drive which consists of one or more V-belts
mounted on grooved pulleys.
The profiles of the belts and the pulley grooves are
such that the belts come into contact with the
sides of the pulley grooves only and not with the
base of the grooves.
a. V-belt Drive
347. b. V-Belt
A belt, the cross section of which is shaped roughly like
a trapezium.
The latter is usually isosceles.
On the cross-section the trapezium is outlined by the
base, sides and top of the belt.
Cross Section of V-Belt
W = Nominal top width of a V-belt
A = Angle of V-Belt
T = Nominal Height of a V-belt
Wp = Pitch width of a V-belt
348. c. Angle of V-Belt (A)
The included angle obtained by extending the sides of the
belt.
d. Nominal Inside Length
The approximate length along the inside of belt while is an
untensioned condition.
e. Nominal Height of a V-belt (T)
Height of the trapezium outlined on a cross section.
f. Nominal top width of a V-belt (W)
Top width of the trapezium outlined on a cross-section.
349. g. Pitch width of a V-belt (Wp)
The width of the belt at its pitch zone. The width remains
unchanged when the belt is bent perpendicularly to its
base. This is a basic dimension of standardization for the
belt and for the corresponding pulley groove, considered
as a whole.
h. Effective belt length (under specified tension)
The sum of the effective circumference of one of the
measuring pulleys and twice the distance between pulley
centres.
350. That width of the pulley groove which is dimensionally
the same as the pitch width of the belt associated with
the pulley.
j. Pulley pitch diameter (dp)
The diameter of the pulley measured at the groove pitch
width and represents the effective diameter of the pulley.
k. Matched Set
A set of selected number of belts, the lengths of which are
within the specified limits enabling them to be used
together on a multiple V-belt drive.
i. Pulley groove pitch width (Wp)
351. The C-122/3155 Lp endless V-belts of isosceles trapezoidal
cross section consist of a combination of elastomeric
compound(s) with polyster cord reinforcement and outside
polycot fabric coated with polychloroprene, the whole is
moulded together in a uniform manner and shaped in accordance
with the belt manufacturing practice.
Constructional cross sectional view of C-122 V-Belt
352. V-belt base material has the following properties:
Parameters Requirement
Hardness, IRHD 82 ± 4
Tensile strenth, Kg/sq cm 100 min.
Elongation at break, % 150.min.
The finished belting has the following physical properties:
Elongation on a length of 200
mm between reference lines.
Maximum percentage elongation
at load of 300kgf shall be 3% and
upto break 15%
Breaking strength 1150 Kgs (Min.)
353. Tension during actual conditions:
Maximum permissible tension during
running operating
100 kgs.
Maximum static tension per belt (Kg)
29.5 Kg for 25 kW
26.5 Kg for 4.5 kW
Service correction factor 1.6
Length correction factor 0.97
Correction factor for arc of contact 0.94
354. Cross section of the endless V-belt in ‘C’ section is as shown
below with the nominal top, width and thickness in mm for C-
122/3155 Lp as indicated.
Nominal top width W = 22 0.5mm
Nominal thickness T = 14 0.5 mm
Angle = 40 degrees
355. L = 2C + 1.57 (D+d) + (D-d)²
4 C
Where,
L = pitch length of the belt
C = centre distance of the drive
D = pitch diameter of larger pulley, and
d = pitch diameter of smaller pulley
The pitch lengths of belts corresponding to given pulley pitch
diameters and centre distances may be obtained by the
following formula :
356. If the actual pitch length of the belt is equal to
nominal pitch length ± 1.0 mm, the belt is given
the code number as 50.
A deviation of 2.0 mm in length is represented by
one unit and the code number increases or
decreases as the length is more or less.
357. In order to avoid unequal distribution of load, the
belts running on a multiple V-belt drive should be
matched sets.
The belts of the same nominal pitch length matched to
the same grading number only shall be used for a
particular set.
The belts are kept/supplied in the matched set tied
together consisting of 12 or 4 belts as per requirement
with grade between 48 to 52 only.
