ADHIPARASAKTHI ENGINEERING

COLLEGE

DEPARTMENT OF ELECTRONICS AND

COMMUNICATION ENGINEERING

INPLANT TRAINING REPORT

SOUTHERN
RAILWAYS
PERAMBUR

Submitted by

M.Saranya

IV-ECE-‘A’
 BRIEF HISTORY OF CARRIAGE & WAGON
WORKS/PERAMBUR
The Carriage & Wagon Workshop was built by Madras Railways in the year 1857. Later
it became a part of the Madras and Southern Mahratta Railway company. Initially the workshop
handled BG coaches, wagons & steam locomotives for periodical repairs and overhaul. The
locomotive maintenance work was transferred to the Loco Workshops, Perambur in the year
1932. It came under the Southern Railways after amalgamation of 3 company railways in 1951.

Carriage & Wagon Workshop has 12 Major shops and large number of sub
shops including Train lighting and Air conditioning section to feed the main shops
with sub assemblies. POH of AC coaches was started in the year 1954. This
workshop also had the distinction of assisting ICF till 1963 by way of furnishing
the newly built shells before the setting up of furnishing division at ICF. From an
activity level of 1324 coaches and 1840 vehicle units of wagons for periodical
overhauling in the year 1965-66, it has reached a figure of 2380 coaches and 3276
vehicle units of wagons per year today.

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DEPARTMENTS

• Train Lighting Section

• Delux Section

• Power Section

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 Index

S.NO CONTENTS
PAGE NO.

1. TRAIN LIGHTING SECTION 5

Alternators 5
Regulators and Rectifiers 7
Battery 8
Light and Fan 9

2. DELUX SECTION 10

Alternator 10
Compressor 10
Condensor And Evaporator 12
Battery 13

3.
POWER SECTION 14

Substation 14
VCB 14
Relays 15

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 TRAIN lighting section

ALTERNATORS:

Principle of operation:
Alternators generate electricity by the same principle as DC generators, namely, when the
magnetic field around a conductor changes, a current is induced in the conductor. Typically, a rotating
magnet called the rotor turns within a stationary set of conductors wound in coils on an iron core, called
the stator. The field cuts across the conductors, generating an induced EMF, as the mechanical input
causes the rotor to turn.

The rotating magnetic field induces an AC voltage in the stator windings. Often there are three
sets of stator windings, physically offset so that the rotating magnetic field produces three phase currents,
displaced by one-third of a period with respect to each other.

The rotor magnetic field may be produced by induction (in a "brushless" alternator), by
permanent magnets (in very small machines), or by a rotor winding energized with direct current through
slip rings and brushes. The rotor magnetic field may even be provided by stationary field winding, with
moving poles in the rotor. Automotive alternators invariably use a rotor winding, which allows control of
the alternator generated voltage by varying the current in the rotor field winding. Permanent magnet
machines avoid the loss due to magnetizing current in the rotor, but are restricted in size, owing to the
cost of the magnet material. Since the permanent magnet field is constant, the terminal voltage varies
directly with the speed of the generator. Brushless AC generators are usually larger machines than those
used in automotive applications.

Construction:

A brushless alternator is composed of two alternators built end-to-end on one shaft. Smaller
brushless alternators may look like one unit but the two parts are readily identifiable on the large versions.
The larger of the two sections is the main alternator and the smaller one is the exciter. The exciter has
stationary field coils and a rotating armature (power coils). The main alternator uses the opposite
configuration with a rotating field and stationary armature.

Working:
Harmonics in generated voltage waveforms of brushless alternators of inductor type, used in
railway coaches are often the cause for excessive heating and tooth tip saturation and compel de-rating of
such machines. This paper discusses a novel technique to overcome this problem at the design level itself,
by predetermining the generated voltage waveform and analyzing it for the harmonic content for
improving the output power quality. Analysis of three-dimensional feature like rotor slot skew is
performed with two-dimensional electromagnetic field formulation, which results in significant reduction
in computational effort. A modified time stepping finite element method is proposed for shape

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optimisation of certain design parameters and a multislice technique is employed to take into account the
axial variations of the field, introduced by rotor skew. Comparisons of computational and experimental
results obtained from a 4.5 kW alternator, confirm the great potential and usefulness of the proposed
methodology.

Frequent breakdowns due to broken shafts in three-phase inductor-type brushless alternators that
are used in railway coaches for supplying loads like lights and fans and for charging the coach battery
have been reported by the Indian Railways. These failures, besides other mechanical reasons, can be
attributed to unbalanced magnetic pull (UMP) due to rotor eccentricity. Accurate calculation of the UMP
has always proved difficult due to the inability of machine models to cope with air-gap variations. Hence,
analytical closed-form expressions are developed in this paper for the calculation of the UMP and for
axial flux, considering various rotor positions. The rotor skew and conical motions of the rotor are also
taken into account. A 2-D finite-element method is also proposed for the analysis, for the sake of
comparison of results. Furthermore, this paper describes a simple method for detecting even a slight rotor
asymmetry on the basis of the generated voltage harmonic pattern, which, on further analysis, illustrates
how rotor eccentricity can be identified in the alternator for condition-monitoring techniques.

Fig:alternator
Specification:
4. 5 KW train lighting system consists of three phase homopolar type alternator
and a static Regulator-rectifier unit.

Alternators render a trouble free longing service without practically any

maintenance as it is completely free from any moving contacts or winding in
rotor.

The regulator has been designed for a reliable performance in any operational conditions by eliminating
transistors and thyristors which are comparatively less reliable.

Brushless alternator is of totally enclosed construction capable of developing a constant voltage of 120
volts at a load current of 37. 5 from a minimum speed for full output to maximum speed. The
machines are used for
A) charging the coach battery
B) operation of fans & lights etc in Coach.

Output data:
Output voltage-124 v + -5%
Voltage setting range-120 v-124 v
Rated current-37. 5 a
Maximum current-43 amps
Cut-in-speed 350 RPM (approx 19 kmph train speed with half worn wheel)
Minimum speed for full output-550 rpm (approx 29 kmph train speed with half worn wheel)
Maximum speed-2500 RPM (approx 140 kmph train speed with half worn wheel)
Class of insulation-'f'
Resistance between phase-0. 400 ohms at 20 deg c
Resistance of field winding-4: 38 ohms at 20 deg c

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REGULATOR CUM RECTIFIER:
Rectifier Regulator units are supplied with the Alternators used for converting the AC to DC 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.

The rectifier cum regulator unit has mainly following functions:

(i) To rectify the 3 phase AC output of the alternator through DC full wave bridge rectifier.

(ii) Regulating the voltage generated by the alternator at the set value.

(iii)Regulating the output current. Clean regulator externally. Open regulator terminal cover and check for
signs of overheating in all the terminals/bus bars/etc.
Checking:
Check up for loose connections and tighten the same. If the terminal board is found affected due to heat,
replace terminal board with new one.

Check for any damage to the phase and field wires /cables inter connecting regulator and alternator and its
anchoring arrangement.

Check and secure properly the terminal cover and regulator cover.

If the generator is normal, check the cable termination of the regulator visually for any abnormality.

If the alternator arrived without generation, open the regulator and check for any abnormality and ensure
the fuses are intact.

Check the cable for any abnormality from the alternator to the regulator by using test lamp, if found
open/short attend the same.

Ensure the residual magnetism is available in the alternator.

If needed change the regulator and ensure the generator by running the alternator with a portable motor.

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Fig: Regulator cum Rectifier

Battery:

Two kinds of batteries are used. They are

• Conventional Lead Acid Battery

• VRLA Batteries

(i)Conventional Lead Acid Batteries:

Record specific gravity of individual cells/mono block. "Switch on" full load of the coach and record
individual voltage of cells and total voltage. "Switch off" load. If the specific gravity is less than that
painted on the battery box, charge the cells as specified under "Trip Examination" after topping up with
DM water, if required.

Use battery charging terminals provided on coaches for charging purposes. Charging should be
continued till the specific gravity rises to the value of mentioned in battery box, on "Pilot" cells. In case
pilot cells show no appreciable improvement, check specific gravity of adjacent cells. If the specific
gravity does not improve in spite of charging, replace the battery by another set and send the defective
battery to Depot/Shop for treatment at the earliest. Cells should be handled with due care while unloading
and in transit to avoid breakage. Adequate facilities should be created in Depot for treatment of cells
which do not pick up charge. Sulphation will be the main cause for this and Sulphated cells should be
treated for their recovery as specified.

On completion of charging, record the specific gravity of individual cells. If there is any wide
variation in the specific gravity/ voltage of cells, disconnect and replace those cells showing low specific
gravity/voltage by spare ones. In case there are more than 1/3 of total cells with low specific gravit y, the
entire set should be replaced. Cells showing reverse voltage, zero volts should be withdrawn and replaced
by charged cells immediately.
Record individual voltage of cells and the total voltage on full load of the coach.

(ii)VRLA Batteries:

Storage of VRLA Batteries :

The conventional batteries were formed at site and due to this fact a lot of time was
required to install the battery. The VRLA batteries are formed in the factory. At
site only interconnection of cells is required to be done, hence these batteries are
less time consuming as far as commissioning is concerned.
The VRLA batteries are transported and stored in the fully form condition. It is therefore essential
that these batteries are installed and commissioned in the shortest possible time after their dispatch from
the factory. This is because all the batteries including VRLA batteries lose their charge due to self
discharge. If these batteries are allowed to remain idle for a very long time, say more than six months
these battery may get damaged beyond recovery due to sulphation.

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LIGHT AND FAN:

FAN:
The fan body, guards and blade shall be thoroughly cleaned with cloth. All fans shall be opened
and condition of commutator, brushes and brush gear shall be thoroughly checked. Action should be taken
where necessary as given under
"Trip Attention".

Studs used for fixing the fan to coach body, shall be checked and tightened, wherever necessary.
Availability of all the three fixing studs should be ensured. All the switches controlling the fans shall be
checked for its smooth operation and correct
working and replaced, where necessary. Fan regulators in Upper class coaches shall be checked for
smooth operation from one position to the other. In case the regulators are not regulating the fan speed,
the resistance box shall be checked and replaced, where necessary. Fan blades shall be replaced if found
bent, or if there is no proper air discharge.

LIGHT:
Open each fitting with the dome key and remove the dust of the fitting both from inside and
outside. Ensure free operation of locking mechanism and replace defective fitting. Clean glass domes first
with wet cloth and then with a clean dry cloth. Replace rusted fittings and fittings with damaged surface. n
Check up wattage of lamps and replace with that of correct wattage. n Check up whether toggle switches
are marked to indicate lighting control "L", night light control `NL', side lamps in guards compartment as
`SL', tail lamps as `TL-Rear', `TL-Front', luggage room as `LRL'. Check up all lighting circuit fuses in
each coach for correct sizes and replace if necessary. Stencil the size of fuses near the locations, if not
already done.

fig:light

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 DELUX SECTION

Air conditioning:
Air conditioning of railway coaches on Indian Railways began in 1960s. These were equipped
with under slung equipment's, interconnected with pipelines. The introduction of self contained roof
mounted package units in coaches, with complete equipment's, pre-charged and tested needing only
electrical and ducting connections is of recent origin. With the introduction of more and more fast trains
on Indian Railways, the need for air-conditioned coaches has also increased. Not only for improving
comfort, but also from operating point of view, since with higher train speeds, the need to avoid opening
of windows due to wind resistance considerations also assumes importance.

ALTERNATORS:

DEVELOPMENT OF 25 KW ALTERNATORS FOR SELF-GENERATING

AIR-CONDITIONED COACHES.
Belt driven alternator along with rectifier-regulator is used to generate electrical power by
utilizing the mechanical power of the train to provide power supply for air conditioning system, light and
fan loads in the coaches. At present, there are mainly two types of coaches (i) Air-conditioned coaches
which are provided with 18/22.75 kW alternators with rectifier-regulator and (ii) Non-AC coaches with
110 V system which are provided with 4.5 kW, 110V ac alternator. In order to improve the reliability of
these alternators for AC coaches, it is necessary to provide adequate design margins in the rating.
Research, Designs and, Standards, Organization (RDSO) has undertaken development of 25 kW
alternator and regulator using state-of-art technology of power electronics and controls. RDSO has
successfully developed these alternators indigenously through the existing manufacturers. These
alternators are now in regular use by the production units. The design features of various makes have also
been standardized to ensure inter-changeability.

COMPRESSOR:
The compressor normally consists of the following elements.
a. The compressing element, consisting of air cylinders, heads and pistons, and air inlet and discharge
valves.
b. A system of connecting rods, piston rods, crossheads, and a crankshaft and flywheel for
transmitting the power developed by the driving unit to the air cylinder piston
c. A self-contained lubricating system for bearings, gears, and cylinder walls. Compressor includes a
reservoir or sump for the lubricating oil, and a pump, or other means of delivering oil to the various parts.
On some compressors a separate force-fed lubricator is installed to supply oil to the compressor
cylinders.
d. A regulation or control system designed to maintain the pressure in the discharge line and air receiver
(storage tank) within a predetermined range of pressure.
e. An unloading system, which operates in conjunction with the regulator, to reduce or eliminate the load
put on the prime mover when starting the unit.

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Location of Compressor
The location of air compressors and the quality of air drawn by the compressors will have a
significant influence on the amount of energy consumed. Compressor performance as a breathing
machine improves with cool, clean, dry air at intake.

Air Intake Temperature

The effect of intake air on compressor performance should not be underestimated. Intake air that
is contaminated or hot can impair compresso r performance and result in excess energy and
maintenance costs. If moisture, dust, or other contaminants are present in the intake air, such
contaminants can build up on the internal components of the compressor, such as valves,
impellers, rotors, and vanes. Such build-up can cause premature wear and reduce compressor
capacity.
The compressor generates heat due to its continuous operation. This heat gets dissipated to
compressor room/ chamber leading to hot air intake. This results in lower volumetric efficiency
and higher power consumption. As a general rule, “Every 4oC rise in inlet air temperature
results in a higher energy consumption by 1percent to achieve equivalent output”. Hence the
intake of cool air improves the energy efficiency of a compressor
When an intake air filter is located at the compressor, the ambient temperature should be kept at
a minimum, to prevent reduction in mass flow. This can be accomplished by locating the inlet
pipe outside the room or building. When the intake air filter is located outside the building, and
particularly on a roof, ambient considerations may be taken into account.

Inter and After-Coolers

Most multi-stage compressors use intercoolers, which are heat exchangers that remove the heat
of compression between the stages of compression. Intercooling affects the overall efficiency of
the machine.
As mechanical energy is applied to a gas for compression, the temperature of the gas increases.
After-coolers are installed after the final stage of compression to reduce the air temperature. As
the air temperature is reduced, water vapor in the air is condensed, separated, collected, and
drained from the system. Most of the condensate from a compressor with intercooling is

11
removed in the intercooler(s), and the remainder in the after-cooler. Almost all industrial
systems, except those that supply process air to heat-indifferent operations, require after-cooling.
In some systems, after-coolers are an integral part of the compressor package, while in other
systems the after-cooler is a separate piece of equipment. Some systems have both.
Use of water at lower temperature reduces specific power consumption. However, very low
cooling water temperature could result in condensation of moisture in the air, which if not
removed would lead to cylinder damage.

Pressure Setting
For the same capacity, a compressor consumes more power at higher pressures. Compressors
should not be operated above their optimum operating pressures as this not only wastes energy,
but also leads to excessive wear, leading to further energy wastage. The volumetric efficienc y of
a compressor is also less at higher delivery pressures

CONDENSER &EVAPOURATOR:
To turn the basic vapour compression cycle into a practical refrigerator, the evaporator should
superheat the refrigerant after all the liquid has evaporated. It is not practical to control precisely at the
point where evaporation is just finished. Unless it is complete, some liquid will leave the evaporator,
which is useful cooling potential wasted. Moreover, compressors do not generally appreciate liquid
arriving with the vapour. It can cause damage. So control is provided in such a way as to ensure that the
vapour leaving the evaporator is superheated.

The upper diagram shows the refrigeration circuit, and the lower one is the corresponding P-h
diagram The process starts with evaporation of the refrigerant in the evaporator. Point 2 is in in the vapour
region, to the right of the saturated vapour curve. Compression raises the pressure of the refrigerant, point
3. The vapour is now hot, and is cooled before condensation
starts.

It is not possible in practice to control exactly the

completion of condensation. We want liquid to flow through
the line from the condenser to the control or expansion valve.
If some vapour is present here, it can cause excessive
pressure drop and reduction in performance of the system.
The pressure drop should occur in the valve itself. Some
degree of subcooling is necessary to ensure 100% liquid
flow. This subcooling can occur in the condenser, and further
cooling of the liquid can take place between the condenser
and the valve. Point 4 is now in the liquid region, to the left
of the saturated liquid curve, the pressure is reduced in an
expansion device, and the refrigerant is returned to its
original condition 1.

Superheat and Subcooling occupy quite small sections of the

diagram, but they are very important for the effective working of the system. When refrigerant flows from
one process to the next it always moves through the pipes as either a superheated vapour or a subcooled
liquid. The amount of superheat or subcool may be quite small.

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 Connect up, use fans to circulate air
over the evaporator (the air will be
cooled), and condenser (the air will be
heated), switch on the compressor and
we have a refrigeration machine.
Sounds simple, but careful design and
specification of components is needed.
The control valve is a key component.
Usually termed "Expansion Valve"
this device regulates the superheat at
the outlet of the evaporator. The
temperature sensor at the outlet of the
evaporator is connected to the valve to
provide feedback on the adjustment of
the valve. Most valves work
automatically by means of a diaphram,
and are termed Thermostatic Valves, whilst other types are electronic.

The properties of the Refrigerant or Working Fluid are known to a high level of accuracy and by
measuring the pressure and temperature at points 1, 2, 3, 4 the P-h diagram can be established. In practice
only two pressure measurements 2 and 3 are required. Instrumentation and computer techniques are now
available which allow fast diagnostics of almost any system.

BATTERY

(Similar to lighting section)

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 POWER SECTION
SUBSTATION:
Current rail gaps are also provided where the substations feed the line (diagram, left). Normally,
each track is fed in each direction towards the next substation. This allows for some over supply and
provides for continuity if one substation fails. These substation gaps are usually marked by a sign or a
light which indicates if the current is on in the section ahead. A train must stop before entering the dead
section. Since the current may have been switched off to stop an arc or because of a short circuit, it is
important that the train does not connect the dead section to the live section by passing over the gap and
allowing its busline to bridge the gap. Some of the more sophisticated systems in use today now link the
traction current status to the signalling so that a train will not be allowed to proceed onto a dead section.
At various points along the line, there will be places where trains can be temporarily isolated electrically
from the supply system. At such places, like terminal stations, "section switches" are provided. When
opened, they prevent part of the line for being fed by the substation. They are used when it is necessary to
isolate a train with an electrical fault in its current collection system.

VCB:
Circuit breakers provide protection for electrical systems from electrical fault conditions such as current
overloads, short circuits, and low level voltage conditions. Circuit breakers are mechanical switching
devices capable of making, carrying, and breaking currents under normal circuit conditions and also
making, carrying for a specified time, and breaking currents under specified abnormal conditions. Circuit
breakers are useful for controlling and protecting electrical systems, apparatus and networks. Electrical
power distribution systems and their components need protection from numerous types of malfunctions,
including overcurrent conditions, overvoltage conditions, undervoltage conditions, reverse current flow,
and unbalanced phase voltages. Electrical distribution and protection equipment is an important element
in many applications, particularly those employing medium to high electrical voltages. The integrity of
operability of any power distribution system ultimately depends on the proper functioning of the circuit
breakers. Circuit breakers are rated by voltage, insulation level, current interrupting capabilities, transient
recovery voltage, interruption time, and trip delay. The circuit breaker is divided into an AC circuit
breaker and a DC circuit breaker according to an applied line. Typically, circuit breakers include at least

14
one circuit interrupter, which contains a spring-powered operating mechanism that opens electrical
contacts in response to abnormal conditions in order to interrupt the current passing through the
conductors in an electrical system. The medium in which circuit interruption is performed may be
designated by a suitable prefix, for example, air-blast circuit breaker, gas circuit breaker, oil circuit
breaker, or vacuum circuit breaker. The vacuum circuit breaker is one of the breakers by which the circuit
can be broken rapidly by extinguishing an arc in a vacuum chamber when the circuit is opened/closed and
when the circuit is broken by a generation of the accident current. Vacuum circuit breakers in particular
are useful for controlling and protecting electrical systems.
Circuit breakers provide protection for electrical systems from electrical fault conditions such as
current overloads, short circuits, and low level voltage conditions. Circuit breakers are mechanical
switching devices capable of making, carrying, and breaking currents under normal circuit conditions and
also making, carrying for a specified time, and breaking currents under specified abnormal conditions.
Circuit breakers are useful for controlling and protecting electrical systems, apparatus and networks.
Electrical power distribution systems and their components need protection from numerous types of
malfunctions, including overcurrent conditions, overvoltage conditions, undervoltage conditions, reverse
current flow, and unbalanced phase voltages. Electrical distribution and protection equipment is an
important element in many applications, particularly those employing medium to high electrical voltages.
The integrity of operability of any power distribution system ultimately depends on the proper functioning
of the circuit breakers. Circuit breakers are rated by voltage, insulation level, current interrupting
capabilities, transient recovery voltage, interruption time, and trip delay. The circuit breaker is divided
into an AC circuit breaker and a DC circuit breaker according to an applied line. Typically, circuit
breakers include at least one circuit interrupter, which contains a spring-powered operating mechanism
that opens electrical contacts in response to abnormal conditions in order to interrupt the current passing
through the conductors in an electrical system. The medium in which circuit interruption is performed
may be designated by a suitable prefix, for example, air-blast circuit breaker, gas circuit breaker, oil
circuit breaker, or vacuum circuit breaker. The vacuum circuit breaker is one of the breakers by which the
circuit can be broken rapidly by extinguishing an arc in a vacuum chamber when the circuit is
opened/closed and when the circuit is broken by a generation of the accident current. Vacuum circuit
breakers in particular are useful for controlling and protecting electrical systems.

RELAYS

GROUND RELAY:
An electrical relay provided in diesel and electric traction systems to protect the
equipment against damage from earths and so-called "grounds". The result of such a
relay operating is usually a shut-down of the electrical drive. Also sometimes called an
Earth Fault Relay

NO-VOLT RELAY

A power circuit relay which detected if power was lost for any reason and made sure that the
control sequence was returned to the starting point before power could be re-applied. See Motor
Protection.

OVERLOAD RELAY
A power circuit relay which detected excessive current in the circuit and switched off the
power to avoid damage to the motors.

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CONCLUSION:

Thus the SOUTHERN RAILWAYS has performed lots and lots of services in transport.
This report has highlighted with brief explanations about some of the important sections of the
train.

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