This document provides a training report from an internship at Western Railway Workshop in Lower Parel. It includes a preface describing the purpose and contents of the report. The report then summarizes various shops and processes observed during the training, including the battery room, alternator/SWG, armature windings, fan repair, internal fitting, power maintenance, compressor/WRAJ, control panel, motor/erru, and POH/testing of AC coaches including LHB coaches. It also includes an acknowledgement section thanking those involved in making the training possible.

2. ST.XAVIER’S TECHNICAL INSTITUETE
DIPLOMA IN ELECTRONICS AND
TELECOMMUNICATION ENGINEERING
FIFTH SEMESTER
ACADEMIC YEAR 2014-2015
SUBJECT: VOCATIONAL TRAINING
CAMPANY: WESTERN RAILWAY WORKSHOP
AT LOWER PAREL

3. NAME OF THE STUDENT SPN NO.
RAHUL DEVDAS PIKALE
VINAYAK PRASAD PRABHUTENDOLKAR
UMESH VIJAY PENDURKAR
SANKET VIJAY RANE
PAVAN MOHANLAL YADAV
MANIKANT JAGANANDAN KUMAR MUDGIL
1203105
1203107
1203102
1203108
1203143
1203080

4. Preface:-
This training report has been prepared in the partial
fulfilment of the requirement for the subject {Vocational training}
in academic year 2014-2015 (sem5). For preparing this training
report, we have worked in Western Railway during the suggested
period of 4 weeks to avail the necessary information. The blend of
learning and knowledge acquired during my training is presented
in this training report. The motivation behind the training and
preparing this report is to acquire practical knowledge, basic
working knowledge of Industries.

5. This report consists of basic concept of following shops given below:-
1) Battery Room
2) Alternator/SWG
3) Armature Windings
4) Fan Repair
5) Internal Fitting
6) Power Maintenance
7) Compressor/WRA]
8) Control Panel
9) Motor/Erru
10) POH/Testing of AC
Coaches including
LHB Coaches
……. The report starts with this basic concept of above
mentioned topics. The information provided in
this training report is obtained from various
sources like company website, other websites and
whatever taught to me.

6. Acknowledgement
Although we have taken efforts in this vocational training however it
would not have been possible without the kind of support and help of many individuals
and organizations. We would like to extend my sincere thanks to all of them.
We are highly indebted to central railway for their guidance and constant
supervision as well as for providing necessary information regarding the training and also
for their support in completing the training. First of all we would like express my gratitude
towards our parents and later on we would like to thank Mr. Saxena Sir who had taught and
provided us the required training to complete our vocational training.We would thank all
of the members for their kind support, co-operations and encouragement which helped
us in completion of this training. We would like to express our special gratitude and thanks
to industry persons for giving us such attention and time.
Last but not least our thanks and appreciation also goes to our college
and Mr. Kamath Sir in developing such a program which helps every student to acquire
some practical knowledge and experience.

7. 110V,70AH VRLA LIGHT WEIGHT BATTERIES
9 MODULES OF 12 VOLTS EACH
TOTAL WEIGHT 235 Kgs

8. 110 V , 70 Ah , VRLA BATTERY MAIN FEATURES
CONSTRUCTIONAL FEATURES
• PURE LEAD -TIN PLATE ( THIN )
• 12 VOLTS BATTERY MODULE
• UL 94 V-O NORYL PLASTIC CONTAINER WITH METAL JACKET
• M6 (F) NO MAINTENANCE TERMINALS
• CAN BE MOUNTED IN ANY ORIENTATION
PERFORMANCE FEATURES
• WIDE TEMPERATURE RANGE : -40 Deg.C to +55 Deg.C
• 400 + FULL DEPTH OF DISCHARGE CYCLES
• 8+ YEARS FLOAT LIFE @ 25 Deg C
• 2 YEARS SHELF LIFE
• HIGH DISCHARGE RATE @ 25 Deg C
• RAPID RECHARGE
• DEEP DISCHARGE RECOVERY

9. Cell
Type
Capacity
In AH
Length Width Height Cell
Weight
Electrolyte
In Ltr.
6VT120A 120 445mm 178mm 380mm 42 kg. 5
Initial
Charging
rate
Initial no. of
Hrs. for
Charging
Gravity
initial
Gravity
At the
end
6A 70 1.20 1.21
TECHNICAL DATA OF MICROTEX PPCP BATTERY

10. Charged cells 6VT 120PP
Fully charged 1.210
Half discharged 1.175
Fully discharged 1.140
How to ascertain state of discharge
• By specific gravity. As the battery is discharged, the specific gravity of
the electrolyte falls being proportional to the amount of discharge
taken from the battery.
• This is indicated in the following table.
• All specific gravities are corrected to 27degree C.

11. Working of Alternator

12. When an electric current is
passed through a coil of wire, a magnetic
field is produced (an electromagnet).
Conversely, when a magnetic field is moved
through acoil of wire, a voltage is induced
in the wire.
Theinduced voltage becomes
a current when the electrons have some
place to go such as into a battery or other
load. Both of the sections take place in
alternators, motors and generators or
dynamos.
Voltage is generated when a
coil of wire is movedthrough a magnetic
field. It doesn’t matter whether thecoil is
moving or the magnetic field is moving.
Eitherconfiguration works equally well and
both are used separately or in combination
depending on mechanical,electrical and
other objectives.
The old DC generators
(dynamos) used a stationary field and
rotating armature.Automotive alternators
use the opposite configurationwith a
rotating field and stationary armature. In a
brushless alternator, both configurations
are used in one machine.

13. How AC Alternator used in coaches
Brushless Alternators for Self-generating Coaches are manufactured for supplying
the power to the Train Lighting for the conventional Coaches and also electrical load for Air
Conditioned Coaches. The Alternators are presently being manufactured in capacities of 3 KW,
4.5 KW,18 KW and 25 KW both in 24 V and also 110 V DC. Alternators are driven by Pulleys
(Flat Belt/'V' Belt drive) which are also supplied as standard accessories along with Belt Tension
Mechanism.

14. RRU Unit
Rectifier Regulator units are supplied with the Alternators used for converting
the 110 AC V to 110 DC V for Battery Charging and Train Lighting system. The rectifier
regulating equipment (RRU) along with alternators of 4.5 KW rating so far been used in
conventional self generating coaches is based on magnetic amplifier with associated electronic
control circuiting. The design of magnetic amplifier based (RRU) is having inherent limitations
of voltage regulation.

15. ARMATURE WINDING
In electrical engineering,
an armature generally refers to one
of the two principal electrical
components of an electromechanical
machine generally in a motor or
generator but it may also mean the
pole piece of a permanent magnet or
electromagnet, or the moving iron
part of a solenoid or relay.
The other
component is the field winding or
field magnet.
The role of the "field" component
is simply to create a magnetic field
(magnetic flux) for the armature to
interact with, thus the field com-
ponent can comprise either
permanent magnets, or electro-
magnets formed by a conducting
coil. The armature, in contrast, must
carry current so it is always a cond-
uctor or a conductive coil, oriented
normal to both the field and to the
direction of motion, torque (rotating
machine), or force (linear machine).
The armature's role is twofold.
The first is to carry current crossing
the field, thus creating shaft torque
in a rotating machine or force in a
linear machine.
The second role is to generate
an electromotive force (EMF).

16. ARMATURE WINDINGS IN ALTERNATURE:-
HERE WE KOWN THAT, THERE ARE TWO TYPES OF WINDINGS
1) Lap windings
2) Wave windings
For the armature winding in Alternator, we used both the lap windings and
wave windings for DC machine.
In windings:-
1) 7 pits
2) 24 segs
3) Glassed used tape
4) 33 mm( diameter)
5) 85 turns .................... Are used.

17. Insulating materials:-
* Diponts:-
1) Minilex paper 8 mils
2) Minilex paper 10 mils
3) Minilex paper 5 mils
4) Triplex paper 8 mils
5)Nomex paper 10 mils
* Insulators
1) Fibre glass vernirt tape
2) Fibre glass non-variable tape
3) Fibre slan vernacular stave
4) Cotton Lennon tape

18. FAN REPAIR
In an Indian railway, following types of carriage fans are used as pass-
enger amenity item. It should be ensuring that the fans give good air flow & trouble
service for passenger.

19. Types of fans:-
Dep ending up on voltag es there are following typ es of
fans: -
1) 230 AC
2) 110 DC
3) 110 AC
4) 110 BLDC

20. 1) 110 DC :-
Components are used in 110 Dc voltage fans:-
1) Armature coil
2) 2 coil
3) Carbon holder
4) Barry 6200
5) Blades size of 600mm, 400mm, 300mm
*There are following fans depending upon 110DC
voltages......
1) Fish type fan (400 mm) – stable
2) ST moving type (400mm) – moving
3) Exhaust fan (300mm) – used in kitchen
4) Breker fan (300mm) – used in Toilet
2) 110 BLDC :-
Components are used in BLDC 110 fans:-
1) Electronic PCB
2) 2 coil
3) 2 sensor
4) Magnet
5) 2 ball Barry 6201
3) 110 AC :-
Components are used in 110 AC voltage fan:-
1) 2 coil
2) Capacitor
3) Rotor
4) 2 ball Barry (6200/6201)
5) blades
4) 230 AC:-
230 AC voltage fan is also known as exhaust
fan.....
Components are used in 230 Ac voltage fans:-
1) Armature coil
2) 2 coil
3) Carbon holder
4) Barry 6200
5) Blades size of 600mm, 400mm, 300mm

21. Internal Fitting
Power supply for trains are designed and developed to suit the
requirements of AC and Non AC in the train. Few factors
considered for development of such system are are as under:
1) Coach load .
2) Speed of the train.
3) Weght of the equipments.
4) Available technology for reliable equipments etc.

22. Indian Railways have been using following system for power
supply in Mail/Exp trains.
1) Self-generation
2) Mid-on generation
3) End-on generation
4) Head-on generation

23. Tube Light
White Tube light used in coaches are of 18 watts.
This tube light consist of inverter, locally we call it as choke which
convert our DC supply given from main to AC.
* Steps for checking the faults.
1. Testing of both sided holders.
2. Loose connections if any.
3. Any fault in inverter etc.
SPECIFICATIONS OF INVERTER OF White Tube light:
1. Voltage range 110V DC (90-140).
2.18 Watt and current 200MA (MAX).
3. Frequency range 20 to 50KHZ.

24. SWITCH / CONTROL PANELL OF APPLIANCES

25. In this there are four swithches arranged parallely.
1) Two of lights and two of fans.
2) Each switch/regulator connected with 16A fuse.
3) Positive terminal of all switches are connected to each other
in other words they are shorted. And the final positive wire is
connected to main which consist of fuse of 35A.
4)These regulators are kept ON always as the train starts.

26. CONDENSOR
 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. It also allows to expand a lower pressure
according to how much is needed to the load. Now, this expanded
refrigerant passes through the distributor into the heat exchanger
which consist of fined copper tubes. The return air from the air
conditioned compartment is mixed with fresh air and this mixture is
blown through the heat exchanger. The heat in the air is transferred
to the cool refrigerant which causes cooling of air.
Filters are also provided to eliminate dust.

27. Compressor
The compressor is called as the heart of the air conditioning
process .It is called as the compressor because it compresses the
refrigerant vapour which is drawn from the evaporator by
means of multi cylinder reciprocating compressor in a range
according to load demand. Due to this , the temperature of the
refrigerant vapour raises.

28. GENERAL FEATURES OF LHB COACHES
IV COUPLER
EXT.
SUPPLY
SOCKET
BATTERIES
BATTERY FUSE BOX
AC PACKAGE UNIT
FRESH AIR
INTAKE
EXHAUST
FANS

29. ROOF MOUNTED AC PACKAGE UNIT
CONDENSOR FANS
AIR INTAKE FOR
THE CONDENSOR FANS

30. RETURN AIR DUCT
MOUNTING
BRACKET
FRESH AIR DUCT
(CANVAS)
FLEXIBLE CONDUITS FOR
ELECT. CONNECTIONS TO
THE UNIT
CONDENSER AIR INTAKE
GRILL
END WALL SIDE
ELECTRICAL JUNCTION
BOX ( ONE ON EACH
SIDE )
VIEW WITH SIDE COVER OPEN

31. 7] THE CONTROL PANEL
The control panel acts as a heart of the ac coaches. As the name denotes control
panel is the controlling mechanism based circuit, which controls many
important parts in the coaches.
COMPONENTS OF AC CONTROL PANEL
1. Overload relay (O/L) :-
O/L – 1 - For evaporator blower motor.
O/L – 2 & 3 - For condenser motor 1 & 2.
O/L – 4 & 5 - For compressor motor 1 & 2.
2. Timer Delay Relay:-
T.D.R. – 1 & 2 - For compressor motor 1 & 2.
3. Contactors :-
C-1 - For blower motor.
C-2 & 3 - For condenser motor 1 & 2.
C-4 & 5 - For compressor motor 1 & 2.
C-6 - For heater bank 1 & 2.
AC-1 - For auxiliary contactor.

32. 4. Rotary switch :-
R.S.W.-1 - For 3  AC, main supply ‘ON/OFF’.
R.S.W. – 2 - For control supply ‘ON/OFF’.
R.S.W. – 3 - For VENT/ AUTO/ MANUAL COOLING/
MANUAL HEATING.
R.S.W. – 5 - For compressor by pass mode selection.
5. O.H.P. – 1 & 2
- For over heat protection of heater 1 and 2.
6. Electronic thermostat
- For controlling heating/ cooling.
7. V.R. – 1 and V.R. 2
- Vane relay for check air loss in the air supply to
both side blower.
8. Transformer
- 415V/ 110V, step down transformer for control
circuit.

33. h.v. test of electrical equipments:-
1) apply 1500 vac from h.v. machine to motor terminal and motor
earth terminal for one minute.
2)if the insulation of motor winding is ok. The h.v. machine will show
few milliamp (eg. 2ma) and will get tripped in one minute.
3)if the insulation of motor is zero or weak the h.v. machine will show
higher milliamps (eg. 0 to ∞) and will get tripped immediately or in
few seconds for example (0,10,20,30,40 sec)

34. CONTROL PANEL:-
1) FULL RESISTANCE
2) DECREASED RESISTANCE
3)RESISTANCE
BY PASS
4)Blower control
5) BRAKE CONTROL
THE ABOVE FIGURE IS OF CONTROL PANNEL
HAVING SEVERAL COMPONENTS MOUNTED
ON IT.

35. 1) since the current flowing from the wire on the top of the train
cannot be directly feeded to the motors of the coaches.
if current is directly contacted with motor, motor’s winding will
burn out. so to avoid this first a resistance is inserted between the
current and motor which gets open and closed with the help of
control panel.
2) as the train coaches runs on the track its speed increases, hence
speed of motor also increases now a more amount of current can be
passed through the motor.
hence the full resistance valve gets opened and a decreased
resistance gets closed leading for supply of more current to the
motor.
3) when the train gains a good speed, at this stage the speed of
motor is high so no any resistance is needed to decrease the current
since the motor can consume the curent from the top wire.at third

36. THE INCREASED SPEED i.e. the increased r.p.m of the motor can
intake more current. All these opening and closing of the valve
i.e. the current supply to the motor is controlled by the control
panel.
4) the control panel also controls the cooling system in the ac
coaches. It has the nobe at the top of the panel having option of
off, auto, manual on/off.
If the nobe is adjusted to auto mode, as the cooling
temperature inside the coach reach the set temperature the
cooling system gets off. And if temperature raises again it gets
started and thus it work.

37. ADJUSTABLE
nobe for auto, manual ,off.

38. By chance if the auto mode in the coach gets damaged there is
another option for it i.e. manual mode in which a person is to
on/off the cooling system as temp. rises or falls respectively.
5) the air brakes:- brakes of the coaches are also controlled by the
control panel. It have the valve which releases the stored pressure
air and brakes are applied to the wheels.
This is important in emergency case. As if any passenger
snatches the chain the brakes controlling valve gets closed and an
emergency brake is applied to the wheels.

39. The timer relays:-
Since the changing of state of resisitance in between the
control panel there is to be a specified timming between the
switching of the valves. Since all this opening and closing of valve
cannot be switched directly one by one the timer relay is used.
This relay makes the valve get open and closed after several
minutes or seconds. It has two option of fast and slow which is
30sec and 60sec. usually this timming is set to be at 60 sec.
i.e. the resistance from full resistance to secreased resistance
and from decreased resistance to bypassed resistance two relays
are used.

40. DIGITAL
DISPALYSWITCH
TWO
TIMER
RELAY

41. 8] Motors
 DC traction motor brushes

42. Modern AC traction motor
The DC motor is similar to look at externally but there are
differences in construction, particularly because the DC
motor has a commutator and brushes which the AC motor
does not.

43. 25 kV AC railway electrification
Railway electrification using 25 kV, 50 Hz AC has become an international standard.
There are two main standards that define the voltages of the system:
 EN 50163:2004 - "Railway applications. Supply voltages of traction systems"[6]
 IEC 60850 - "Railway Applications. Supply voltages of traction systems"[7]
 The permissible range of voltages allowed are as stated in the above standards and
take into account the number of trains drawing current and their distance from the
substation.
Electrificatio
n
system
Lowest
non-
permanen
t
voltage
Lowest
permanen
t
voltage
Nominal
voltage
Highest
permanen
t
voltage
Highest
non-
permanen
t
voltage
25,000 V, AC,
50 Hz
17,500 V 19,000 V 25,000 V 27,500 V 29,000 V