CHAPTER-1

INTRODUCTION

Workshop is located near Main Railway station of Jodhpur. This Workshop is well
established and running successfully as a complete organization.
Now a days, this Workshop has not only stopped importing valuable and costly components
but also started the production of some essential and sophisticate components. Today the staff
strength stands at 2100 employees including 150 supervisors and 6 administrative officers.
In 1992 this W/S achieved the ISO 9001 certificate. Now W/S achieved IMS-9001/14001 &
18001 in 2013.
Along with this, the basic role of Jodhpur Workshop is:
1. Periodic over hauling of Railway Coach and Bogies at the level.
2. Manufacture and repairing of components used in Diesel Engine for Diesel Shed.
3. Maintenance and repairing of all the machines which are installed in Jodhpur Railway
Station.
4. Now days, it is also engaged in production of some components which needs to be
replaced In Railway Coaches and Bogies.

ADMINISTRATIVE HIERACHY
Jodhpur Workshop is handled by Chief Workshop Manager. He is assisted by a team
of officers with the sectional staff under:

Chief Workshop Manager (CWM)

Dy.CME
Dy.CEE
Works Manager (W.M.)
Senior Personal Officer
Assistant Production Engineer
Workshop Assistant Electric Engineer

Mr. N.S.Patiyal
Mr. Satyavir Singh Yadav
Mr. Mahesh Kumar Meena
Mr. Pramod Rawat
Mr. Ashok Sharma
Mr. A.Khan
Mr. P.R.Verma

BASIC TRAINING CENTRE

1

Incharge
Chief Instructor
Senior Instructor
Senior Instructor
Senior Instructor
Senior Instructor
Senior Instructor

Sh. L.D.Dave
Sh. N.S.Pundir
Sh. M.S.Solanki
Sh. R.K.Jain
Sh. Padam Singh
Sh. Rajesh Purohit
Sh. T.P.Sharma

Various Shops Under NWRC Workshop

Power Shop
Train Lightening Shop
AC Shop
Electrical PCO Shop

CHAPTER - 2
2

POWER SHOP
2.1 INTRODUCTION
The electricity is supplied by RSEB (Rajasthan State Electricity Board) and is also generated
by generator sets in case of supply failure. The requirement of electricity in workshop is as
follows:
Connected Load

4600 KVA

Demand

1360 KVA

Maximum Demand

1400 KVA

Actual Utilization: Day Shift

1100-150 KVA

Night shift

400-500 KVA

Average Consumption Per Day/Month

9000 units/95300 KWH

Lightning Consumption Per Month

15000 units

Tariff Applicable

HT-1 of RSEB
Table 2.1 - The Requirement of Electricity In Workshop

2.2 SUBSTATION
Railway Workshop has its own 11/0.4 KV substation, the incoming feeder of 11 KV is
coming from 66 KV Mohanpura Pulia Jodhpur. The main equipments of the substation are as
follows:

Instrument Transformer

Insulators

Metering and Indicating Instruments

Capacitor banks

Figure 2.1 Schematic Diagram of H.T. Network of Jodhpur Workshop

2.2.1 TRANSFORMER
A Transformer is a static device by means of which electric power in one circuit is
transformed into electric power of same frequency in another circuit. A transformer is a
device that:

Transfers electric power from one circuit to another

It does so without a change of frequency
Where the two electric circuits are in mutual inductive influence of each
It accomplishes this by electromagnetic induction.

other.

PRINCIPLE
Transformers are based on the principle of mutual induction between two circuits linked by a
common magnetic flux. It consists of two inductive coils which are electrically separated but
magnetically linked through a low reluctance path. One coil is connected to a source of
alternating voltage, as alternating flux is set up in the laminated core, most of which is linked
with the other coil in which it produces mutually induced EMF according to Faradays law of
electromagnetic induction. If second coil is closed a current flows in it and so electric energy
is transferred from first coil to second coil.
The working principle of transformer is very simple. It depends upon Faraday's law of
electromagnetic induction. Actually, mutual induction between two or more winding is
responsible for transformation action in an electrical transformer.
According to these Faraday's laws, "Rate of change of flux linkage with respect to
time is directly proportional to the induced EMF in a conductor or coil".
Whenever we apply alternating current to an electric coil, there will be an alternating flux
surrounding that coil. Now if we bring another coil near the first one, there will be an
alternating flux linkage with that second coil. As the flux is alternating, there will be
obviously a rate of change in flux linkage with respect to time in the second coil. Naturally
emf will be induced in it as per Faraday's law of electromagnetic induction. This is the most
basic concept of the theory of transformer.
5

The winding which gives the desired output voltage due to mutual induction in the
transformer, is commonly known as secondary winding of transformer. Here in our example
it is second winding.

Figure 2.2 - Transformer

Main Constructional Parts of Transformer

The three main parts of a transformer are,
1. Primary Winding of transformer - which produces magnetic flux when it is connected to
electrical source.
2. Magnetic Core of transformer - the magnetic flux produced by the primary winding, that
will pass through this low reluctance path linked with secondary winding and create a closed
magnetic circuit.
3. Secondary Winding of transformer - the flux, produced by primary winding, passes
through the core, will link with the secondary winding. This winding also wounds on the
same core and gives the desired output of the transformer.
2.2.2 CIRCUIT BREAKER

Make or break the circuit either manually or by remote control under normal
conditions.

Break a circuit automatically under fault conditions.

It makes and breaks the normal operating current.

6

Thus a circuit breaker incorporates manual as well as automatic control for switching
function. The latter control employs relay to operate only under fault conditions.

2.2.3 ISOLATORS
When carrying out inspection of repair in the substation it is necessary to disconnect reliably
the unit or the system, on which the work is done from all the other live parts on the
installation in order to ensure complete safety of the working staff. It may be defined as a
device used to open a circuit either when negligible current is interrupted or when no
significant change in the voltage. It can be classified as: on load and off load isolators.
SUB-

TRANSFORMER

CONNECTED MAXIMU

STATION

CAPACITY

LOAD

CAPACITY

DEMAND

NUMBER
1.

DG SET

2*800 KVA for W/s

1225 KW

360 KVA

1*310 KVA

1*800 KVA for W/s

1*610 KVA
2.

1*750 KVA

1215 KW

175 KVA

--------

2*500 KVA
3.

2*500 KVA

1038 KW

135 KVA

1*310 KVA

4.

2*500 KVA

1022 KW

150 KVA

--------

Table 2.2 - Detail of Sub-Stations

2.3 WINDING SECTION

In this shop winding of all types of machine (AC and DC) used in the workshop are
rewinded. Normally periodic overhauling of the alternators is done here rewinding also when
the field coil or armature coils get damaged. They have designs, winding diagrams of every
type of windings used in the workshop. On behalf of these winding diagrams they do rewind
of machines.
They have following procedure of doing so:

Cleaning the dirt or dust by highly pressured air.

Checking of faulty connections or faults.

Normally the faults are of like burning of field or armature winding, earthing of any or both
of the windings, short circuiting or open circuiting of any winding ( it is checked by
continuity tester), insulation break of any winding insulation ( this is checked by MEGGER:
a equipment which is used for checking of insulation between any two terminals )
SPECIFICATION OF MEGGER
MEGGER: It is equipment for checking the insulation level of any equipment. It is available
in different ratings in a wide range. It is based on the bridge balance method. Its scale is nonuniform. The rating of the megger is:
Variable Voltage

250 volts

Calibration

In terms of Mega ohms.

Scale

Nonlinear

Range

0 to infinity ohms

Rotation

160 RPM for producing full 250 volts.

Table 2.3 - The rating of the megger

Removing of faulty winding.

cleaning of remaining structure by kerosene

After this they connect the whole machine and check the whole working condition.

CHAPTER - 3

TRAIN LIGHTNING SHOP

Railways being the public carrier bound to ensure that the passengers are carried not only
special safety and punctuality but also comfortably. In view of this the lightning in coaches is
an important electrical amenity with the steady increase in traffic, passengers expect cent
percent performance of electrical fittings.

3.1 ALTERNATOR AND RCR SECTION

3.1.1 BRUSHLESS ALTERNATOR
It is the backbone of the speed of railways. Without this the speed of 150-160 km was in
dreams for railways, but now it is possible by using it. It has very rugged structure, no carbon
brush problem, least maintenance, no winding on the rotor. It is really a very rugged structure
because it can easily work for about 20 years without need of major maintenance also it can
be used in quite adverse conditions.
Its main feature is that in this no winding on the rotor is available. Rotor is just made of
slightly skewed slots of silicon steel. Both field and armature winding are on the stator. Field
winding is divided in two big slots 180 mechanically apart and the armature winding is
available in small slots distributed on whole of the periphery.
DC Dynamo 32 volts used earlier are being replaced by brushless alternator driven from axel
through flat/v belts. No new DC dynamos are being produced and old once are phased out.
APPROVED MANUFACTURERS FOR THE ALTERNATORS
1.
2.
3.
4.
5.

KEL( Kerala electrical and allied engineering industries)

BEACON(Best and crompton)
SIL(Stone India Limited)
HMTD Engineering
CGL(Crompton Greeaves Limited)

RECTIFIER CUM-REGULATOR UNITS FOR THE 4.5KW ALTERNATOR

The RCR unit has the following functions:

Rectifying 3 phase AC Output of the alternator to the DC using full wave Rectifier
Bridge.
9

Regulating the voltage generated by alternator at the set value

Regulate the output current at the set value.

The main rectifier consists of six silicon diodes adequately rated and mounted on the
Aluminium heat sink exposed to air at the rear portion of the box. The RCR has three main
components:

3 Phase bridge output rectifier consisting of six silicon diodes mounted on

aluminium block secured to main heat sink electrically by means of MELINEX
paper, nylon bushes at the same time ensuring proper conduction and transfer of

heat generated during operation.

Single phase full wave field rectifier diodes mounted separately on heat sink along

with freewheeling diode

Two sensing diode with Zener diode, which acts as reference.
Current transformer (CT)
Main printed circuit board with the control unit and voltage and current sensing

pot.
Field transformer (FT)
Magnetic amplifier (MA)

Some diodes make up the positive and negative half of the main three-phase bridge rectifier,
which receives the three-phase AC input from the alternator and gives a DC output to DC
positive and DC negative.
The current transformer senses in all three phase. The secondary of which has a burden
resistance to divert the secondary current into voltage. This AC voltage is rectified by diodes
and fed to the voltage divider chain. The voltage output is rectified and fed separately to
another voltage divider chain. These two sensed voltage are compared with the reference
voltage of the Zener diode and subsequently fed to the control winding of the magnetic
amplifier. This enables the magnetic to act as an ON/ OFF switch for controlling the
alternator field current in turn the alternator output voltage.
TYPE
VOLTAGE SETTING

MAGNETIC AMPLIFIER
110-140 Volt DC MARKED IN STEPS OF

VOLTAGE REGULATOR

5 Volts
WITHIN +5 TO -5 OF VOLTAGE
SETTING
10

CURRENT SETTING
CURRENT LIMITING

37.5 Amps
+15% TO -0%

Table 3.1 - Some applications of the rectifier cum regulator

3.1.2 WORKING OF RECTIFIER CUM REGULATOR

The bridge connected by silicon diode rectifies the three-phase output from the alternator.
The DC excitation to the field is obtained by full wave rectification of AC current provided
the field transformer and the load winding of the magnetic amplifier.
The voltage induced in the alternator winding is dependent on the speed of the revolution of
the rotor and on the excitation current. In the absence of the voltage detector and the
magnetic amplifier, the voltage of the alternator will rise indefinably due to the positive
feedback limits only by the saturation on saturation. But as soon as the pre set voltage is
reached, the Zener diode indicator DT1 is conducted and sends a control current through
the magnetic amplifier winding. The flux produced by the control is in such a way that it
opposes the flux produced by the load winding, thereby increasing the impedance of the field
circuit. This increase in the field impedance reduces the field current and brings back the
output voltage to the normal value required.
The current limiting is also achieved in the similar manner, when the predetermined load
current is delivered by the alternator, the secondary voltage of the CT after rectification by
the bridge will provide the necessary error signal for the magnetic amplifier. In this case
also the voltage across the resistance will be sufficient to cause the Zener diode in voltage
detector DT2 to conduct the control current from this also passes through the same control
winding.
The effect of the control current is to retain the current at the limited value and to the reduce
voltage, for a sustained overload. The generator voltage will fall to the battery voltage and
relieve the alternator immediately, thereby reducing the chances of damage due to the load.

3.2 FAN SECTION

3.2.1 INTRODUCTION

11

400 mm and 300 mm carriage fans are used on Indian railways in SG, MOG and EOG
coaches where the system voltage could be DC 110 volt or AC 110 volt. As a passenger
amenity item, carriage fans have to be maintained in such working condition as to obtain
good airflow and trouble free service for ensuring maximum passenger satisfaction.
3.2.2 SPECIFICATION
Railway carriage fans are either of the fixed or swiveling type performance. Requirements of
these fans are as follows:
ACCESSORIES

REGULATOR: The regulator with a separate resistance unit enclosed in C.I housing is
provided for regulating fan speed in upper class coaches. It should be ensured that the fan
is capable of starting up from rest with the regulator at the lowest speed step when 85%

of the rated voltage or the lowest voltage range of fan is applied.

FUSE PROTECTION: Tinned copper fuse of 35 SWG is provided as protection for
each fan. This safeguards the fan from surges and short circuit and isolate the circuit in

case of faults in the sub-circuit.

GIMBAL RING: this is provided in upper class coaches in swiveling type fans, so that
the passengers can keep the fan angle to any position desired by him for comfort.

MAINTENANCE
The aim in maintenance is to reduce or compensate for the wear and tear in operation so that
the installation continues to function well and give good service. Preventive maintenance
covers the following basic four aspects:

Systematic checking of the carriage fan while in service.

Localization of defect, rectification and restoration of normalcy, if necessary, by

replacement of the defective parts.

Analysis of the basic cause of failure and taking remedial action to avoid/minimize
recurrence.
12

One of the basic causes of passenger complaint is excessive noise of fans and steps should be
taken to minimize the noise level. The acceptable level of noise shall be less than 80 db.
RUNNING MAINTENANCE
The nature of defect in carriage fans mainly comes under the following categories:

Excessive noise and vibrations.

Excessive sparking/blackening of commutator and excessive wear of carbon brushes.
Inadequate air delivery.
Poor insulation.

3.3 TRAIN WIRING SECTION

3.3.1 WIRING ARRANGEMENT OF THE COACHES
A Linear resistance assembly or selenium lamp ballast is provided in the under frame of the
coach with D.C. generation in conjunction with a cut in relay to by-pass the lamp
resistance /selenium lamp ballast, when the battery supplies the loads & insert the same in the
lighting circuit, when the generation feeds the load so as to keep the voltage applied to lamp
24 V or as close as possible. This arrangement is not necessary for new coaches with brush
less alternators with regulations.
The lighting circuit cable (LC)form the under frame to junction box in the roof is divided
into circuit through miniature circuit breakers of 35 A capacity for each of the circuit L1+and
L2- circuit L1+ feed the essential lights, which fulfill the minimum lighting requirement in
coaches satisfactorily. These include lighting in the lavatories, gangways, and doorways and
up to 50% of lights in each compartment bays, corridor lights other than essential and include
reading lights in 1 class coaches.
The level of illumination will very much depend upon the reflecting properties of the interior
surfaces of the coach. It is important that the coach interior is finished in light colors and
maintained for good illumination.

ROUTINE MAINTENANCE

13

If there is total darkness, check up functioning of MCBs and replace if necessary.

Sometimes staff inadvertently connects both L1 and L2 circuits to one MCB and this

may lead to tripping of MCB.

Test for supply in the junction box. If there is no supply, check up battery fuse and

replace.
If battery fuse is intact, it is possible that battery is completely drained. Provide
emergency feed from adjacent coach after switching off L2 circuit in both the

coaches. Advise appropriate station by XR message for attention.

In case few lights are not glowing, check up DFB and replace fuse. If the fuse is all

right, check up individual lamps and replace fused lamps.

In case coaches with dim lights, check up and replace missing belt in generating
equipment. Provide emergency feed from adjacent coach switching off L2 circuit in
both coaches.

FIRE IN COACHES
In case of fire in coach, the coach should be electrically isolated in the following manner:
Disconnect inter vehicle connections, if any
Remove battery fuses
Remove dynamo/alternator belts
Remove dynamo/alternator regular field fuses.

3.4 BATTERY SECTION

3.4.1 INTRODUCTION
BATTERY: An electrical battery consists of number chemical cells connected in series or
parallel.
CELL: A cell, which is the basic unit of a battery, may be defined as a power generating
device which is capable of converting the stored chemical energy into electrical energy.
Batteries are mainly of two types:
1. Primary batteries
2. Secondary batteries
PRIMARY BATTERY: if the stored energy is inherently present in the chemical substances
it is called a primary cell or non rechargeable cell, accordingly the battery made of these cells
is called primary battery. The examples of primary cells are Laclanche cell, Zinc chlorine cell
etc.
14

SECONDARY BATTERY: If on the other hand the energy is induced in the chemical
substances by applying an external source, it is called a secondary cell or rechargeable cell. A
battery made out of these cells is called a secondary battery or storage battery or rechargeable
battery. The examples of secondary cells are Lead Acid Cell, Nickel Cadmium Cell, Nickel
Iron Cell, Nickel Zinc cell etc.

3.4.2 CONSTRUCTION
POSITIVE PLATES: The Tubular Positive plates are made up of number tubes which
contain the active material.
The tubes having large numbers of minute pores allow the electrolyte to pass through, quite
freely while preventing effectively any loss of the active material. The active material in the
positive plates of the battery expands on discharging, but the tubes are strong enough to resist
this expansion, thus eliminating shedding.
The frame and spines of the Positive Plate forming the grid are cast from a corrosionresistant lead alloy. A bar of acid-resistant plastic seals the bulbs at the bottom and locates the
spines of the grid.
NEGATIVE PLATES: The plates consist of a lead grid into which the active material is
pressed. The grids are designed to retain the active material in position. Number of negative
plates is one more than positive plates.
SEPERATORS: The life of any battery depends very much on the quantity of separators
used between the positive and negative plates. The separators used in CG cells are made of
micro porous synthetic material. They are strong, flexible and resistant to damage by heat
and acid.
The electrical resistance of the separators is extremely low and electrolyte diffusion is
excellent.
CELL CONTAINERS: The containers are made of Hard Rubber with high isolating
strength and resistance to acids. The containers hold a large enough electrolyte reserve so that
maintenance intervals foe the batteries are long.
CELL COVER: These are made of Hard Rubber, resistant to acid having vent and level
indicator holes.
15

CELL PLUGS: The plugs called vent filler plugs, are easy to remove. They have correctly
dimensioned holes for venting gases given off during charging. The electrolyte level is
checked by plugs fitted with the level indicator.

3.4.3 ACTIVE MATERIALS OF LEAD-ACID CELLS

Those substances of the cell which take active part in chemical combination and hence
absorb or produce electricity during charging or discharging, are known as active materials of
the cell.
The active materials of the lead-acid cell are:
1. Lead Peroxide (PbO2) for positive plate.
2. Sponge Lead (Pb) for negative plate.
3. Dilute Sulphuric Acid as electrolyte.
1. LEAD PEROXIDE:
It is the combination of lead and oxygen. It is dark chocolate in colour and is quite hard
and but brittle substance. It is made up of one atom of lead and two atoms of oxygen and
its chemical formula is PbO2. As said earlier, it forms the positive active material.
2. SPONGE LEAD:
It is pure lead in soft sponge or porous condition. Its chemical formula is Pb and forms
the negative active material.
3. DILUTE SULPHURIC ACID:
It is approximately three parts of water and one part of sulphuric acid. The chemical
formula of the acid is H2SO4. The positive and negative plates are immersed in this
solution which is known as electrolyte. It is this medium through which the current
produces chemical changes.
Hence, the lead-acid cell depends for its action on the presence of two plates covered
with PbO2 and Pb in a solution of dilute H2SO4 of specific gravity 1.21 or near about.

3.4.4 FACILITIES REQUIRED IN BATTERY SECTION

1. REQUIREMENT OF MORE SPACE:

16

The work load is increasing regularly in the battery section. But charging along with
discharging could not be possible at a given time due to the scarcity of space therefore there
is requirement of more space.
2. NUMBER OFF STAFF:
In battery section the staff is not available according to work load therefore work is being
late. To increase the rate of work there should be requirement of more staff.
3. TOOLS:
In battery section required tools are not available. Due to lack of tools the workers have to
face inconvenience.
4. SAFETY ITEMS:
At the time of charging and discharging, battery releases harmful gases and at the time of
dispose the acid is diffuse from these gases and acid is very harmful for human body. For
safety of human body safety items are required. For example: Gloves, Goggles, Mask and
Long size shoes etc. there is scarcity of these items.
3.4.5

POWER WASTAGE IN THE BATTERY SECTION:

In the railway workshop nearly about 2000 batteries are overhauled. For each battery after
fresh electrolyte filling we apply two cycles of charging and discharging for old batteries and
five cycles for the new batteries. Set charging of the battery is done using battery charger but
now these days the discharging is done by wasting the energy in the water resistance as a
form of heat. Which is not a good and also not good for health (because in this process
harmful gases are dissipating). Also corrosion problem of electrode occur.
1. In battery section there is no arrangement to neutralize the useless electrolyte. This
useless electrolyte pollutes the environment.
2. The battery chargers are found in battery section. There is no arrangement of earthing
due to this there is a higher possibility of shock to the human body. It could be very
dangerous therefore there is a need of earthing.
3. The floor of battery section is made up of very special type of stone. It is very costly. It
is acid proof, humidity proof and fire proof. But there is no care of floor. The heavy
machinery (like battery chargers, carrier vehicles) dumps on this floor. Due to this it
breaks. So it is necessary to consult with the workers to stop this damage.

17

4. The new comer batteries of HBL Company are less costly but these are not successful.
In these batteries reclamation is not possible and the report of these batteries is not so
good. In comparison Exide batteries are better than HBL batteries.

CHAPTER 4
AIR CONDITIONING SHOP
4.1 INTRODUCTION
Air conditioning means to make air fid to promote comfort and effecting or to ensure proper
operation of delicate equipment or to help manufacturing operation more often it involves
following operation:

To supply duty clean fresh air to keep low order concentration of carbon dioxide

and smoke with in low limits.

To cool the air in summer and to heat in winter in

temperature inside the premises of air conditions.

To control the humidity of the air conditions.
To obtain air movement without producing annoying draught.

The circuit operation is basically that of conventional vapor

order to maintain proper

compression principal

with

refinement to design a fine degree of control over the air delivery temperature over a wide
range of ambient and loading conditioning.
4.1.1 BASIC CYCLE
The compressor draw low temperature refrigerant
compressor the Freon gas such that

vapor

from the evaporator and

high temperature gas via the hot gas line to the

condenser where heat is given up to the ambient the air loss of heat cause the high
temperature gas to condense the high pressure receiver from the liquid receiver is passed via
a line shut off value filter drive moisture indicator ,solenoid value and thermostatic
expansion valve to the evaporator.
As the refrigerant is fed into the evaporator coil via the thermostatic expansion valve it
expand to become a low temperature /pressure liquid this liquid than absorbs heat from the

18

air passing over the evaporator coil via fined surface causing it to the vapor is than drawn
back to the compressor through its suction line to be recompressed.

4.2 TESTING
1. STATIC TESTING: Run the plant through the pre cooling terminal and check for
proper functioning of electrical and AC equipments.
2. STIMULATING TESTING:

Check the alternating output on the different load

condition. Check both the alternators for load sharing with the help of dynodrive motors
which acts as a testing bench for the three alternator is tested on the different load at
different speed. The following points shall be checked during the test:
Proper function of the regulator
Proper generation at cut in speed
Full generation (at MFO speed)
3. FINAL INSPECTION: The performance of electrical & refrigeration equipments is
checked in totally working condition then only it is send to the outside.
Some necessary precautions are also taken into care like:

Rotor does not rub over the fields coils.

IMPREGNATION of the varnish should be done in an air- circulating oven.
Application of silicon grease at the contact point of rectifier with the HEAT SINK it is

very imp. Because due to high heating it causes low efficiency & hence low reliability.
Record voltage and specific gravity of all cells , if anyone found less than put an X and

remove it from the bunch of the cells.

Battery boxes should be painted with anti corrosive epoxy based paint.
If the level of any cell is below a specific level than pour it by acid or by distilled
water (if sp. gr. is more than the required), The pouration should be only with distill

water, because
Acidic, alkali or water with minerals detereotes the working efficiency & reliability of

the cell.
Cell connection should be with petroleum jelly or Vaseline to prevent it from

oxidation.
Charge the battery fully till 3 constant half hourly reading of voltage and sp. Gravity
indicating the full charged.

19

Following tests shall be conducted on the overhauled compressor:

Temperature rise test

Volumetric efficiency test
Leak back test
Vacuum test
Sub merged test
Attend the heating element in position by conducting continuity test also checking of
the insulation value between the positive and negative terminals shortened & the earth.
If the value is less than the 2M ohms, change the whole the unit.

Test the insulation resistance of the armature and field with the 500 VMEGGER. It

should be more than 1M ohms.

Use voltage drop method for open & short circuit method.
If the armature or field is burnet, overhead or short circuit. Rewind it if it is in good

condition than apply a coat of air during insulation BECTOL on the winding.
Checking the commutator surface if the surface is found improper (grooving, pitting

marks, ovality, blackness etc.) skim or polish the commutator surface.

Checking of field winding by resistance method for the open circuit or short circuit.
Blow out the carbon dust because it is of conducting nature, and in the worst condition

it may cause the short circuit.

Checking that THE BRUSH SHOULD IN THE NEUTRAL AXIS. In this condition
the speed of rotor in both the direction will be same measuring of insulation of each

relay, contractor and fan motor, it should be less than 2 M ohms.

Each & every equipment should be provided with Anti theft mechanism.
Surface of copper socket and Bus shall be cleaned to remove the oxide film from the

joints also loose joints should be avoided.

After POH do the COOLING TEST on the coach.

COOLING TEST
Cooling capacity test should be carried out by providing electrical compensating load for
worst ambient condition and full occupancy of the coach the duration for pre cooling the
coach would be between 3 to 4 Hrs. after the stabilization of the temperature each berth
(20mm from window and back rest panel and 100 mm above the birth should be recorded the
variation in temperature on the different berths should not exceed 1 degree centigrade.

20

 Checking of earth fault by TWO-LAMP METHOD.

Checking of refrigeration system for any leakage before gas charging:
(a.)
Vacuum test (for 12 hours)
(b.)
Pressure test ( by charging Freon 12 or CO2): pressure test is in order to
ascertain that the system is absolutely gas tight it is done in the two steps i.e.
low pressure test followed by high pressure test
LOW PRESSURE TEST
In this we allow 1 to 1.5 Kg weight of the Freon to pass into the system. This pressure is
developed by the hot water. For checking the leakage we light the Freon leakage detection
lamp and pass the suction tube of the lamp carefully and slowly over every point.
HIGH PRESSURE TEST

Final checking of the plant by running the plant with the DYNODRIVE motors for three

hours at a different speed.

It is also worth important to check whether both the alternator are sharing the load

equally during run.

The dehydration of the system by vacuum pump should be attempted if the ambient

temperature is below 4.5 degree C.

Just before going on the trip leave the system under the vacuum for about 12 hours and
observe the degree of vacuum indicated on the low pressure gauge has not changed
during this period. If the vacuum has been maintained satisfactorily the system can be
charged with Freon, but before doing so the vacuum pump must be put into operation
again to obtain maximum vacuum on the system immediately before admitting the Freon
into it after this process the Freon will automatically charge to the coach without any
external support.

POWER CIRCUIT OPERATION

The AC input to the transformer passes through the input fuses and contractor the tape on the
primary can be changed by the two rotary switch for coarse and fine control of the DC o/p
voltage from 104 to 138 VA 3 phase diode bridge rectifier rectified the AC secondary voltage
of the transformer into DC which is supplied to the load and the battery the input power

21

supply to the transformer can be switched ON only when the rotary switch are in the
minimum o/p voltage position.

ROOF MOUNTAIN PACKAGES FOR AC COACHES

OPERATION FOR THE UNIT
STEP 1: Switch to the main supply by putting rotary switch RSW1in ON position .This will
cause the red, yellow & green (power supply) indication to glow. This rotary switch should
be switched OFF only in case of repair /SERVICING OF the unit or control panel. This is
necessary to ensure the power supply to crank case heater even when the unit is OFF
operation of the achieved using RSW2.
STEP2: Check all the MCBs are ON and the power ON (red) LED is ON Also ensure that
RSWS is at position comp1 and 2 ON.
STEP3: Switch on the UNIT by turning RSW2 to the ON position. This will cause the green
indication of blower to come on.
STEP 4: Position RSW3 on auto position.
STEP 5: Select desired level of cooling /heating using three position rotary switches RSW-4.
The following table gives the value of the temperature maintain corresponding to the
position.

POSITION

HEATING

COOLING

190C

240C

MEDIUM

190C

240C

HIGH

190C

240C

LOW

In Vent selection of RSW-3 heating or cooling, are disabled and only the blower is on:

22

In low, medium, or high, selection if temperature is below the temperature selected

for heating the heaters will get switched ON the heater ON green indication will come
ON they will remain ON until the desired
In the temperature is above the selected temperature the condenser fans will start and their
indications (green colour leads) will come on and so the green cool indication come ON after
a delay varying between 2 to sequentially and their green indication will come ON. This
mode will continue till the desired temperature will reached. Then the compressors and the
condenser fans will get switched OFF.
The unit will keep cycling in either mode to maintain the selected temperature .To disable the
operation of either her of the compressor use RSWP(located inside the control pannel) in
the bottom left portion of control pannel above RSW1.

4.3 CONTROL AND

POWER

CIRCUIT

The electrical circuit of AC package unit is divided into two sections.

1. Three Phase AC power circuit at 415 VAC 50 HZ.
2. Single Phase control circuit at 110 VAC 50 HZ.
POWER CIRCUIT
The three phase 415 VAC 50 H Z power supply is used to operate two hermetically sealed
compressor. One double shaft blower motor is shown in power diagram. The equipments are
protected by using MCBS and Overload relays.
(All motors and compressor are designed to operate on 415 VAC 3 phase, 50 HZ).
CONTROL CIRCUIT
A step down transformer of 415 V/110 V is used to provide 110v AC signal phase to circuit.
The thermostat PCB, Hp, LP and other interlocking device operate on control voltage for
protection of various equipments. However, the crank case heater of both compressor are
operator on 415 VAC and are kept is switched OFF. This is also ensure that the crank case
lubricating oil of the compressor is kept ware during OFF cycle and machine shout down
so that refrigerant does not migrate into the compressor crank case. This will ensure that

23

during compressor start up, no liquid refrigerant is present in the compressor damage due to
absence of lubricant.
Three stage thermostat are provide for cooling and heating to maintain 24, 24, 26 deg. C
during summer (for cooling and 19, 19, 21 deg C during winter (for heating) at low medium
and high position of rotary switch RSW4 respectively.
The control circuit is designed such that in case of power failure the machine shut down and
when the power is restores the machine restart automatically.
The incoming power is indicated by three lights red yellow and green. Using a normally ON
status of each equipment is indicated by the motors and overheat tripping in case of the
heaters. In addition for the compressor red indications are provided for LOW and HIGH
PRESSURE TRIP. Green lights indicate the manual /auto and heating /cooling status of the
unit.

CHAPTER 5
ELECTRICAL PCO SHOP
5.1 INTRODUCTION
ELECTRICAL PRODUCTION AND CONTROL ORGANIZATION. It is Back
bone of workshop and it is sometimes also called as INSPECTION SECTION. To
make railways as caring of customer, and hazardous events (short circuit, faulty
connections) may cause a problem in the mid way of the journey.
It is the responsibility of the PCO department that no faulty coaches will move from
workshop. Because faulty coaches may generate \ create a problem in the midway or cause to
hazardous condition like fire at maximum unfortunate condition.
24

It has a particular schedule sheet, which consists of a list of modifications or checks done by
the department. Its work starts when all shops have done their work. The modifications are
done in the sheet day by day as per RDSO standards. If any modification is done by RDSO it
immediately send it to workshops and manufacturing units through RAILNET and
immediate action is taken on it.
It also cares about the working schedule of the workers. Every worker receives a work order
from the time fixing section. He gets a card on which some information like name of art,
operation, drawing number, allotted time, accuracy desired are mentioned. After making the
card worker starts the work and tries to finish the job in schedule time. If he finishes his work
before the allotted time with the desired accuracy he gets extra payment depending on the
time he saved.
The time given in the card may be increased if foreman finds it insufficient to complete the
job.
RDSO- RESEARCH AND DEVELOPMENT STANDARDS ORGANISATION
The insulation resistance was checked by using a 500 volt MEGGER and check continuity
between:
1. Field terminal f+ and f-.
2. Stator terminal in between all three phases i.e R to Y, Y to B, B to R.
And the checking of insulation resistance between:
1. Stator terminal and frame of the machine.
2. Field terminals and the frame.
3. Field terminals and the stator terminals.

LIST OF SOME IMPORTANT INSPECTION (CHECK) BEING DONE BY THE PCO

ON THE OUTGOING COACHES
1. All outgoing coaches have proper connections in between various equipments i.e
Alternator, RCR, etc.
2. Wiring should be perfect in a predesigned cleat.
3. The wires should make ANTI VIBRATION LOOP
4. Terminal plate (junction plate) made of EPOXI MOLDED GLASS FIBER, because it
is more rugged.
25

5. A split pin should be applied on U clamp of tension rod coach bracket support of the
tensioning device should be modified.
6. Suspension brush of alternator and the bogie should be modified made up of NILON
66.
7. All parts of RCR like magnetic amplifier, CT, excitation transformer, diodes are
proper functioning and working perfectly.
8. Capacity test of the batteries must be done and efficiency with capacity must be
written on battery box.
9. Pulley joined to the alternator and axle of the wheel is perfectly OK and this is
equipped with six new V belt. It should not be repaired or not more than four years
old. Its alignment should be checked by alignment gauge. Flat belts should change
into V belts.
10. Tube lights, fans and everything inside the coaches is in proper function. All
equipments should be provided with ANTI THEFT ARRANGEMENT.
11. Perfectly flexible copper wire but of rugged nature lie in their cleats in the connections
between Alternator and RCR and RCR and junction box of the under frame.

12.5.2 INSULATING TESTING

It is really a very important test which must be done in all out going coaches. By this we
check earth fault, short circuiting between the connections, insulation breakdown and leaking
of the battery. It is done by 500 volts MEGGER. This process is called MEGGERING. It is
necessary because, if earth fault will occur than: checking can also be done using TWO
LAMP METHOD.
1. Possibility of shock to the passengers.
2. Short circuit may occur
3. Whole battery will collapse, because there will be continuous losses in the metal
part of the coach.
4. PROBLEM OF COMMUNICATION EQUIPMENTS (mobile, pager, etc) may
occur because as current flow in the metal frame of coach, some type of magnetic
field may generate and it will affect severally the communication wave.
5. Fire hazard may occur.
MEGGER
IT is equipment for checking the insulation level of any equipment. It is available in the
different ratings in a wide range. It is based on the Bridge balance method. Its scale is non
uniform.
26

CHAPTER - 6
AUTOMATIC POWER FACTOR CONTROL
6.1 POWER FACTOR
Power Factor (PF) is the ratio of Power Utilized (KW) and Power Drawn (KVA).
Generally, when the applied to the electrical motors, the entire power is not converted as
useful Work Done (KW). Depending on inductance of the motor a reactive power (KVAR) is
generated which results in drawing of excess KVA.
PF = KWH / KVAH
To reduce the KVA drawn, the inductive KVAR is to be nullified by introducing an equal and
opposite Capacitive KVAR according to the load pattern, thus OPTIMUM PF is maintained.

WHY POWER FACTOR MUST BE MAINTAINED?

By maintaining an optimum PF the Power drawn (KVA) can be reduced, thus reducing the
current passing through the electrical circuits to the maximum extent possible (event up to
50%) thereby reducing the machine down time. reduction in heat losses in turn increases the
life of the electrical circuits.
The State Electricity Boards (SEBs) has installed Digital Electronic Energy (Tri-Vector)
Meters for consumers, which has the provision of showing the PF and insisting to maintain
the average Power Factor above a Specified limit (0.85 0.90 PF) Otherwise, for every
reduction of 0.01 from the specified PF, PENALTY is levied on the Energy Consumption
27

Charges (KWh) on the Electricity Bill. SEBs are also offering PF incentives if the PF is
maintained above the specified PF.
In few states, where the metering unit is KVAh and if the PF is maintained at its optimum of
0.99, the electricity bill amount itself is reduced considerably.
The optimum power factor can be maintained by installing AUTOMATIC POWER FACTOR
CONTROL.

6.2 AUTOMATIC POWER FACTOR CONTROL PANEL

APFC panel has a Micro-controller based Programmable Controller, which switches the
Capacitor banks of suitable capacity automatically, in multiple stages by directly reading the
reactive power (RKVA) which works in the Principle of VAR Sensing, tends to maintain the
PF to 0.99 Lag. The capacitor banks may be selected in number of stages as 4/5/6/7/8
according to the load pattern.
6.2.1 SALIENT FEATURES OF APFC PANEL

Adjustment to any step of capacitor value

Micro controller based technology. Digital computation of various parameters

Continuous monitoring of parameters like Line Voltage, Current, Active, reactive and
Apparent Powers and energies

Scrolling Display on a Dot Matrix LCD

Protection of Capacitors against damage due to High Voltage, Low Voltage

Tends to maintain 0.99 lag

Plug-in terminal connection

No-Volt release features to disconnect all capacitors in the event of power failure

Dynamic control of Reactive Power and Power Factor

RS 232 / RS 485 Standard output port (optional)

Fine & Coarse correction Controller

6.2.2 BENEFITS OF APFC PANEL

Power Factor penalty is avoided

28

Avail incentives by maintaining optimum Power Factor

Optimize the capacity by reducing the maximum demand KVA

Avoids excess demand charges

Improvement in line voltage

Reduced line current losses and cable overheat

Enhanced life of electrical circuits

Avail Depreciation

Reduced consumption (KWH) charges

Avoids overloading of Distribution Transformers

Additional Service connections in existing generation of power by reducing Energy

Losses

Reduced line losses Benefits SEBs and Nation

APFC Panels are available from 10KVAR Model onwards

PRODUCTS

29

Figure 6.1 - APFC panels [panels for automatic correction & control of power factor]

APFC panels help in maintaining near unity power factor in their establishments even
under varying load condition:
APFC panel protects the customer from poor power factor and associated problems.
Poor power factor leads to following problems:
Excessive kVA demand for given kW load resulting in higher electricity bill penalty from the
state electricity board. High line currents resulting in high ohmic losses excessive voltage
drop and voltage fluctuation harming the equipment and reducing their efficiency.
It is true that a properly designed APFC panel pays back for itself in a very short time span.
APFC Panel
Model

Alpha

Beta

Gamma

30

Model rating

55kVAr

100kVAr

200kVAr

capacitor bank
kVAr

5 x 1, 10 x
1, 20 x2

10 x 2, 20 x 4

12.5 x 2, 25 x
1, 50 x 3

capacitor bank
operation steps

11 in steps
of 5kVAr

10 in steps of
10kVAr

16 in steps of
12.5kVAr

200A

400A

incomer MCCB 100A

rating

Table 6.1 Standard models / technical specifications

System voltage: 3 phase 415V -15% to +10%

Frequency: 50Hz +/- 3%

Capacitor bank short circuit protection: via MCB

Capacitor bank ON indication: by indicating lamps and indication in APFC

relay

Capacitor bank auto / manual selection: through APFC relay programming

only

Panel type: Indoor. Floor standing. IP41 level of protection against dust and
water entry.

Recommended operating temperature < 45 degree C

6.3 ACTIVE POWER FACTOR CONTROL

31

An "active power factor corrector" (active PFC) is a power electronic system that changes the
wave shape of current drawn by a load to improve the power factor. The purpose is to make
the load circuitry that is power factor corrected appear purely resistive (apparent power equal
to real power). In this case, the voltage and current are in phase and the reactive
power consumption is zero. This enables the most efficient delivery of electrical power from
the power company to the consumer.
Some types of active PFC are:

Boost

Buck

Buck-boost

Active power factor correctors can be single-stage or multi-stage.

In the case of a switched-mode power supply, a boost converter is inserted between the
bridge rectifier and the main input capacitors. The boost converter attempts to maintain a
constant DC bus voltage on its output while drawing a current that is always in phase with
and at the same frequency as the line voltage. Another switch mode converter inside the
power supply produces the desired output voltage from the DC bus. This approach requires
additional semiconductor switches and control electronics, but permits cheaper and smaller
passive components. It is frequently used in practice. For example, SMPS with passive PFC
can achieve power factor of about 0.70.75, SMPS with active PFC, up to 0.99 power factor,
while a SMPS without any power factor correction has a power factor of only about 0.55
0.65.
Due to their very wide input voltage range, many power supplies with active PFC can
automatically adjust to operate on AC power from about 100 V (Japan) to 230 V (Europe).
That feature is particularly welcome in power supplies for laptops.
Power factors below 1.0 require a utility to generate more than the minimum volt-amperes
necessary to supply the real power (watts). This increases generation and transmission costs.
For example, if the load power factor were as low as 0.7, the apparent power would be 1.4
32

times the real power used by the load. Line current in the circuit would also be 1.4 times the
current required at 1.0 power factor, so the losses in the circuit would be doubled (since they
are proportional to the square of the current). Alternatively all components of the system such
as generators, conductors, transformers, and switchgear would be increased in size (and cost)
to carry the extra current.
Utilities typically charge additional costs to customers who have a power factor below some
limit, which is typically 0.9 to 0.95. Engineers are often interested in the power factor of a
load as one of the factors that affect the efficiency of power transmission.
With the rising cost of energy and concerns over the efficient delivery of power, active PFC
has become more common in consumer electronics. Current Energy Star guidelines for
computers (ENERGY STAR Program Requirements for Computers Version 5.0) call for a
power factor of 0.9 at 100% of rated output in the PC's power supply. According to a white
paper authored by Intel and the U.S. Environmental Protection Agency, PCs with internal
power supplies will require the use of active power factor correction to meet the ENERGY
STAR 5.0 Program Requirements for Computers.
In Europe, IEC 555-2 requires power factor correction be incorporated into consumer
products.

33

Figure 6.2 Automatic power factor control panel

AUTOMATIC POWER FACTOR CORRECTION

GENERAL
The Automatic power factor correction capacitor systems are designed to automatically
switch capacitors in and out of the three phase electrical system in order to maintain a
predetermined level of power factor. Commercial and industrial customers with large loads
are able to maintain a desired power factor level driven by utility tariffs as well as reduce
system losses. The benefit in using an automatic bank of capacitors allows for fewer
installations than when using smaller fixed capacitor banks, and the installation costs can be
reduced drastically when using the automatic systems. Automatic banks are virtually
maintenance free after installation. The fully automated controller in the automatic power
factor bank provides utility grade metering that offers real time power and energy monitoring
with hundreds of parameters captured, logged, and available for taking action and/ or passing
to other systems displayed locally and/ or remotely.

34

CONSTRUCTION
All standard components which include the three phase capacitor cells, controller, contactors,
fuses & fuse blown indicator lights, ventilation system, power ON/OFF indicator lights, and
the Push-to-Test push buttons are housed in a 12 Gauge NEMA 1 steel cabinet enclosure with
ANSI #70 light grey paint. The enclosure panel comes complete with removable lifting eyes
and lockable door handle. All units include the split-core current transformer which will be
used in conjunction with the controller.

CAPACITOR CELL DESIGN

The high quality three phase cells which are used in the construction of the power factor
banks are vacuum-impregnated metalized polypropylene filled with a dielectric fluid and
hermetically sealed in a rugged steel welded case to give added insulation, excellent
corona protection, and a moisture barrier.

The dielectric fluid used in the capacitor cells is a green Non-PCB, non-toxic,
biodegradable, and Class III combustible fluid.

Self-healing technology in case of overload, the self-healing properties of the low loss
metalized polypropylene will prevent permanent dielectric breakdown.

Internal Pressure-Sensitive Interrupter which safely removes the capacitor from service at
the end-of-life or under heavy fault conditions while still maintaining the integrity of the
steel casing.

Internal resistors discharge voltage is less than 50 volts in less than 1 minute after the cell
has electrically been removed from circuit.

Standards UL810, C22.2 No. 190 Canadian Standards, ANSI/IEEE 18, IEC 831,
NEMA CP-1, UL Recognized CYTW2, and cUL Recognized CYTW8

The capacitor design has a total loss which is less than .5 Watts per kVAR at 60 HZ 25
degrees C.

35

ELECTRICAL CHARACTERISTICS

240 VAC, 480 VAC, 600 VAC rated Voltage at 60 HZ

50 1000 KVAR sizes available FOR SIZES ABOVE 1000 KVAR CONSULT
FACTORY.

Capacitance Tolerance is + or 15%.

Overcurrent Tolerance is 135% of rated current continuously.

Overvoltage Tolerance is 110% of rated voltage

Standard Operating Temperature is -40 F to +115 F. Operation above 115 F will

shorten the capacitor life.
WIRING CABLE INSULATION
All internal conductors are insulated stranded copper wire rated at 90 C.
FUSE PROTECTION & INDICATOR LIGHTS
The internal protection fuses are time-delay and rated at 600 VAC with the sizing based upon
the nominal amperage rating of the kVAR size in accordance with the National Electric Code
requirements.

CONCLUSION
Engineering student will have to serve in the public and private sector industries, and
workshop based training and teaching in classrooms has its own limitation. The lack of

36

exposure to real life, material express and functioning of industrial organization is the major
hindrance in a students employment.
In an open economy era of fast modernization and tough competition, technical
industries should train pass outs with the functioning as done in a job as close to it as
possible.
Practical training is one of the major steps in this direction. I did my training from
NORTH-WESTERN RAILWAY CARRIAGE WORKSHOP, JODHPUR. The training
helped me in gaining depth knowledge about technologies used in development of real life
projects. I gained the knowledge of working as a team member in the team or developers and
they gave me a really good knowledge aof how to work on different type of tools and Electric
Circuit Network environment. The workshop comprised of various shops namely- POWER
SHOP, TRAIN LIGHTNING SHOP(alternator and rcr section, fan section, train wiring
section, battery section), AC SHOP, PCO SHOP, etc. Practical knowledge about working in
the above mentioned shops and how to simulate and divide work among the group was
taught to us. Working & Training at the NWRC WORKSHOP, JODHPUR was was tough yet
fun and knowledge gaining experience.
In the end, I hereby conclude that I have successfully completed my industrial
training on the above topics from the NWRC WORKSHOP, JODHPUR.

BIBLIOGRAPHY & REFERENCES

BIBLIOGRAPHY:

37

 Training Info. And Management Report, presented by Incharge of Basic Training

Centre(BTC) of NWRC WOKSHOP Mr. B.L.Dave and organizers- C.W.M.
Mr. N.S.Patiyal
Maintenance Manual TM-4, by KEL (4.5KW, 120V Brushless Alternators)
Installation and Operating Instruction Manual, TRIUMPH-RX, Maintenance Free
Valve Regulated Lead Acid Batteries, by HBL.
Train Lightning & AC Coach Rolling Stock Applications, by HBL.

REFERENCES:

www.wikipedia.com
www.books.google.com
www.scibd.com
www.kelindia.com
www.hbl.in

38