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TRAIN LIGHTING

SYSTEM OfIndian railway

coaches

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urpose

Train-Lighting is to provideElectric Power for Light , Fan

and Air-Conditioning & otherEquipments in Railway Coaches

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Recommendation toimprove reliability

Provision of Skilled Man-power andsufficient spares.

Provision of Pleasant working environment.

Demand for better servicesTrain Lighting system requires, no maintenance

between two successive POH of Coaches

Maintenance Free Service.

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T/L Systems

SELF GENERATING (SG) System

GENERATION-- 110Volt, 3-phase, 50 C/sUTILIZATION --- 110Volt DC

MID ON GENERATION (MOG) System

GENERATION

-- 415Volt, 3-phase, 50 C/sUTILIZATION --- 110Volt DC

END-ON-GENERATING (EOG) SystemGENERATION-- 415/750Volt, 3-phase, 50 C/s

UTILIZATION --- 415V, 3- phase,50Hz & 110V 1- phase,50HzHEAD-ON-GENERATION

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ArrangementEach coach is equipped as an independent unit,

with a power generating equipment-called Brush

less Alternator:

1. 3.0/ 4.5 KW for SL

2. 18KW for ACII & IAC

3. 25/27.5 KW for ACII for BG Coaches

Driven by V-belt from coach axle pulley. The

alternator is coupled with a Rectifier and Regulator unit,which provides 110 V,DC at various Speed of the train

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Arrangement

02 Nos. of Emergency Feed Terminal (EFT)boxes are provided on each end wall forextending the power from one coach toadjacent coaches ,if required

The load is fed through rotatory switches(RSW) & fuses to the connecting circuits(L1,L2,F and SPM).

L1,L2 feed Lighting loads and & F- feedsfan loads & SPM feeds Emergency FeedTerminals.

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Arrangement

Lead Acid batteries are provided forpower supply during halt1. 110V,120AH used for SL

2. 525AH for IAC3. 800AH for ACII

4. 1100 AH for ACIII

A 25 KVA Inverter is provided for3AC to run RMPU AC Equipments.

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Advantages of SG Coach Each unit being the independent, can

work as slip coach.

In case of failure of generating

equipment in 1 or 2 coaches, power canbe drawn from adjacent coach by

means of cable connection.

Safe low voltage system.

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Disadvantages of SGCoach

High initial cost

High maintenance cost & more

pilferage. A large amount of locomotive power

goes for driving the Alternators

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SCHEME OF SG SYSTEM(SLEEPER CLASS)

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Brush Less Alternator Brush less alternators are governed by RDSO

specification No EL/TL/47 C for 4.5/ 03 kW

alternators.

Approved Manufactures1. Kerala Electrical& Applied Engineering Industries (KEL).

2. Best & Compton (BEACON).

3. Stone India LTD(SIL)

4. HMTD Engineering

5. Compton Greaves LTD(CGL)

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Ratings

4.5 kW,120V for BG non-AC Coach 3.0 kW,120V for MG non-AC Coach

12.0 kW,120V for MG AC Coach

18.0 kW,120V for BG AC Coach 25/27.5 kW,130V Optimized forBG AC Coach

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Specification Rated Output -- 130Volt

Voltage Regulation --- + 4% at 800 to 1000 RPM(+ 5.2) & +3% at1000-2500 RPM(+ 3.9)

Voltage Setting Range --- 120 to 140 Volts

Rated Current --- 193 Ampere

Over load Capacity (1Hr) --- 222 Ampere

Current Limiting --- 230 Ampere

Cut-In-Speed -- 400 RPM (22 KMPH of Train speed)

Minimum Speed for Full Output (MFO) --- 800 RPM9(22KMPH of Train speed)

Maximum Speed --- 2500RPM(142 KMPH Train speed) Class of InsulationH for alternator & F for Regulator

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Windings Arrangement

Stator accommodates 02 Sets of winding --

PHASE winding & FIELD winding.

Phase windings are distributed in small slots

& connected in Parallel STAR

Field windings are concentrated in the 2

bigger slots & connected in series.

Core of stator will retain a residualmagnetism, if excited once with battery.

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Operation The Rotor resembles a cogged wheel having 12

sets of teeth and slots uniformly distributed onthe rotor surface.

This residual flux finds a path through rotor,

when rotor rotates, its teeth & slots, flux linked

with phase coil will vary. This periodically variation induces ac voltage on

phase windings

The frequency of induced voltage depends on

speed of rotor. Magnitude depends on residualflux and strengthen by +Ve feedback from inducedvoltage.

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ROUTINE MAINTENANCE

1. Check the belt Tension and adjust if required.

2. Check the suspension bush and pin for freemovement or damage.

3. Check the suspension fixing arrangement.4. Check the Terminal Box for water tightness

and loose connection.

5. Check whether the fasteners provided for the

safety chains are secured properly.

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RECTIFIER & REGULATOR UNIT

Function 1. Rectify 3-AC input to DC using Full

Wave Diode Rectifier

2. Regulate the generated voltage at theset value.

3. Limiting the out-put current to the set

value.

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Major Equipments1. POWER RECTIFIER3-,Fullwave, protected against

transient surges by Capacitor.2. VOLTAGE REGULATOR-- Induced voltage depends

on speed, excitation current & load current. It has 02 input(+feedback) and 1output.

3. VOLTAGE DETECTOR-- Provides necessary errorsignal for voltage regulation (Zener diode, Potential dividerand rheostat)

4. CURRENT DETECTOR-- Provides necessary errorsignal for Current control.

5. OVER VOLTAGE PROTECTION-- OVR is set at150V DC it will over if voltage exceed 150V and open thefield circuit causing seizure of generation.

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MAINTENANCE Check all the fasteners fixing the box to

the under frame are secured. Check the connections and ensure

tightness

Check for proper anchoring of cablesthrough cable cleats.

Make sure that the covers arewatertight.

If gaskets and cleats are damagedchange them.

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25KVA THREE PHASE INVERTER

APPLICATION ---

1. Converts 110VDC power to 415VAC, 3-phase,50Hz power, for supplying power to Compressor

and Fan Motors of Air Conditioners

2. The equipment is designed for under slungmounting.

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25KVA THREE PHASE INVERTER

OPERATING PRINCIPLE---The Input 110 Volt D C Voltage is boosted up

to 620V DC, then fed to a 3-Phase PWM

Sine-wave Inverter to get 3 - phase Output.The three-phase output is passed through

harmonics filter.

The output is protected against short circuitsand overloads.

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110 V DC

CHOPPER UNIT350 to750V DCWkg 620V DC

INVERTER UNIT415V,AC,3-,WITHFILTER CKT.

DC/DC CONVERTER 24 V& 1 PCB FOR+15V, -- 15 V DC

BLOWER MOTOR,AC 3

--15V+15V

TO SENSORS

Block Diagram

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SPECIFICATION OF SIEMENS MAKE 25 KVA

INVERTER

RATED SUPPLY VOLTAGE 90 to 140 VOLT DC

RATED INPUT CURRENT 250 AMPERE

RATED OUTOUT VOLTAGE 3 phase,3 wire,415 Volt +/- 3%

RATED OUTPUT FREQUENCY 50 Cycle per Second

RATED OUTPUT POWER FACTOR 0.8 Lag

RATED OUTPUT CURRENT 35 AMPERE

RATED OUTPUT POWER 25 KVA

EFFICIENCY 95 % AT Normal Working Point

AMBIENT TEMPERATURE RANGE -- 5 deg.C to 55 deg.C

COOLING MEDIUM Forced Air Cooling

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SAFETY & PRECAUTION DURING OPERATION

1. ENSURE PROPER DUCTING FOR COOLING FAN OUTLET.

2. ENSURE PROPER MOUNTING OF THE PANNEL TO AVOIDANY SHOCKS & VIBRATIONS.

3. PREVENT WATER SEEPAGE INTO THE PANNEL.

4. DUST DEPOSITES INSIDE UNIT SHOULD BE CAREFULLYREMOVED AT REGULAR INTERVALS ( AT LEAST ONCE IN

A 06 MONTHS)

5. DURING CONVERTER OPERATION ON LOAD,THE SUPPLYSHOULD NOT BE DISCONNECTED.

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MID ON GENERATION SYSTEM The Mid on Generation system was adopted for slow

moving passenger trains which had very lowgeneration.

These trains had one generator car in middle oftrain, which is used to feed supply to coaches at bothsides.

The generator car coach had two DG sets of 30 kVAeach, out of which one was a standby, one 3 phase,30 kVA step down transformer of 415/110 V.

The 110 V AC supply was supplied to coachesthrough couplers.

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Disadvantages Smoke pollution and noise due toworking of Diesel Alternator (DA)

set

Requirement of an operator in each

generator car coach.

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