Phase II - Module No. STC-GS-1

General Services - Coaching deals with

Maintenance of TrainLighting Coaches (Non AC)

Maintenance of AC coaches

Carriage Repair Works

(Electrical side) in POH shops

Types of Broad Gauge Coaching Stock on Indian

Railways are primarily classified according to power

supply systems for Train Lighting and Air

Conditioning.

Self Generating Coaches (SG),

Mid on Generation Coaches (MOG) – Not in Service

End On Generation Coaches (EOG) and

Head On Generation Coaches (HOG).

Head On Generation

(HOG) Coaches (LHB)

LHB Non LHB SG LHB

Hybrid Full LHB

Non AC coach AC coaches (both SG & EOG)

SLR (guard van) Power car

General Second (GS) Ist AC

Sleeper (SCN) 2nd AC

Chair car 3rd AC

Pantry Chair car

Double decker (chair car) Composite coach (any of two

accommodations in one coach)

Double decker (chair car)

Garibrath coaches

Pantry car

Train Lighting (NON AC) ICF Design Coach

Air Conditioned ICF Design Coach

Air Conditioned LHB Design Coach

Train Lighting (Non AC) LHB Design Coach

High Capacity Double Decker LHB AC Chair

Car (EOG)

(from day 1 as per „Cheap Trains Act‟ 1844)

On IR train services commenced in 1853.

Side wall bracket (general coaches) and ceiling (saloon

& Ist class) mounted Oil (vegetable or mineral) lamps.

One lamp per coach

To be fixed before sun set and removed after sun rise.

Used by East Indian Railway in last decade of 19th

Century in 400 carriages.

Improved quality of lighting

Gas storage at high pressure.

High initial cost but reduced maintenance cost.

Subsequent improvement by

o Using lamps with more than one burner

o Use of acetylene mixed gas

Experimented in France in 1893.

TL system invented by Mr A.B. Gill employee of

M/S J stone

Installed in MG saloon of manager Jodhpur-

Bikaner Rly in 1897. Dynamo of J stone co. (25

Amp, 16 V)

Dynamo and battery in front brake van & One

lamp per coach

South Indian Railways also installed a set of

equipment in 1897.

In 1901 by Rajputana-Malwa Railway 16 V

Battery adopted. Charging done with dynamo

installed in Ajmer W/S.

Both brake vans provided with battery and

dynamo.

Belts were being tightened by Guard on run.

Auto (centrifugal type ) cut out for dynamo (to

battery ) at 5 kmph

Locomotive, C&W Superintendents committee

was set up in 1889 in 9th meeting in 1907

reviewed progress of trials and adopted this

system.

In 1913 Railway Board issued orders for

adoption of electric lighting.

Initially up to 1907 no fans.

Started provision of fans especially in Ist class

coaches. Fans provided in Ist & 2nd class from

1907, in inter class from 1937 and in Third class

from 1950.

From 1955, 1 fan for each sleeping berth.

Double Battery Parallel Block (DBPB) system

Rake introduced in 1930 and Upper class coaches

also fitted with dynamo and battery (9th CWSC

meeting decision)

ESC recommended for double battery system in

1949 but not approved by Board due to

circulating currents.

Uncontrolled theft of copper from electrical

equipment.

RDSO report on evaluation and performance of

DBPB 24 V DC TL system in 1967

recommended;

o Silicon blockers in place of auto cut switches.

o Manually operated switch in place of magnetic switch.

o Aluminum wiring in place of Copper wiring.

o Bogie mounted Dynamo/Alternator with V belts.

22nd ESC discussed the need to go for 110 V DC

system.

RB accepted RDSO recommendation for 110 V

DC in 1968.

Used Ist time during 1950 with first lot of fully

AC coaches. (axle driven 18 kW, 130 V dc

generator provided with carbon pile voltage

regulator).

ICF built 6 rakes with 110 V dc system in

1976.

In 1987 M/S Best & Crompton developed brush

less alternator.

These coaches used 3 & 4.5 kW Alternator and

regulator.

Battery 90 Ah , 11V, 5 cells monoblocks.

Light and Fan circuits controlled by MCBs.

During 1988, Railway Board appointed special

committee of CEEs to work out modalities of

extending this system to all coaches.

After acceptance of this committee’s report in

early nineties, all newly built SG coaches now

work on 110 V dc system.

All 24 V dc coaches have also been converted in

110 V dc system.

V dc trial rakes were fitted with FL fittings. AC

coaches had FL fittings since beginning.

From 90s onward, all coaches are provided with

FL fittings.

In 1992, CFLs introduced in ACCN coaches.

LED lights are being provided in new coaches.

Insulated dc system offers following advantages:

i. System in healthy condition will not offer any

dangerous shock by touching any of the 2 dc

wires.

ii. Short circuit level will be adequate for proper

discrimination.

ISC = 0

Earth Fault

iii. In an emergency, train lighting can be continued with

an earth fault on one of the 2 wires as the battery is on

floating circuit and there will be zero current with

single earth fault.

During 1900-1935

• By providing Khus-Khus mats

• By providing ice containers

First air-conditioned coach

Manufactured in the year 1936 at Matunga Workshop,

Mumbai

Introduction of AC coach in regular service

Manufactured by ICF, Chennai in 1965

Low Medium High

• I AC Cooling 22 C 24 C 26 C

Heating 17 C 19 C 21 C

• II AC Cooling 24 C 26 C

Heating 19 C 21 C

RMPU type AC coaches with Electronic

thermostats have fixed settings of 23 C -25 C

Gas leakage

Accumulated Dust reduces heat transfer.

Under slung Eqpt. gets hit by ballast, Cattle

run over etc.

Coach weight increase.

RMPU of 5.2 TR each was introduced in the year

1992 with 25 KW alternator.

Now a days two high capacity packaged air-conditioning

units of 7.0 TR for AC II tier & AC III tier coaches and

10.0 TR for LHB Double Decker coaches are being

used.

For first AC - one unit of 7 TR is being used

Mounted above the toilets on both ends supplying

conditioned air in the tapered duct to serve the coach end

to end.

Condensor Fans Air Intake For

The Condensor

Fans

RMPU Under Slung AC

Weight 900 Kgs (2 units) 2700 kgs

Installation time 4 hrs 4 days

Refrigerant R – 22, 134a/407 R –134a

Refrigerant charge 2.85 Kgs 15 Kgs

Danger due to cattle

run over / floodNil Heavy

Down time for

repairs4 hrs. Very long time

Generation is AC which after AC-DC

rectification becomes 110 V DC.

Volt DC (with battery back up) for lights &

fans. For AC (RMPU)

It gets converted into 415 V, 3 ph through

Inverters.

750 Volt Generation from DG sets placed in

power cars at the ends.

Power Supply from OHE through LOCO

Transformer.

Salient features

Axle driven under slung Alternator with V – belts.

110 V dc regulated at different speeds through

RRU/ERRU.

Battery back up during standing/slow movement of

train.

2X25 kVA, 110 V dc/415 V inverters for AC load.

110 V DC supply for lights and fans.

It gives better flexibility in rake formation; majority of

SG type coach is more.

The system is independent of mode of traction.

As each coach has battery, so no additional source is

required. No separate power car required

The problem / defect in any particular coach do not

affect the others.

Feed extension is possible in emergency from adjacent

coach

Advantages of SG System

Load restricted to 2X25 kW per coach at present.

Bulky 1100 Ah (AC)/ 120 Ah (Non-AC) coach battery

required as power is not generated during standby /

slow movement .

No standby alternator /battery in non-AC coaches so

system became poor reliability.

Extensive maintenance due to under-slung alternator, v-

belt, axle pulleys, tensioning device, inverter, battery

etc.

Poor system efficiency around 57%.

Disadvantages of SG System

Non-AC Coaches

• 110 V dc (nominal), 120 Ah, 6 volt, 18 Mono blocks

of LMLA or 2 Volt, 57 cells of VRLA or 6 Volt, 19

mono blocks of VRLA

Air Conditioned coaches

• 1100/ 800 Ah (VRLA/low maintenance)- 110 V dc:

56 cells of 2 Volt each.

Batteries for TL & AC

• Non AC - 4.5 kW,

• AC (RMPU) - 25 kW,

• AC (Under/Slung) - 25 kW

Alternator for TL & AC

Provided on Rajdhani, Shatabdi, Duronto, Garibrath type

fully AC trains with large power requirements.

Two power cars each with 2X320 kW (high Capacity)

Diesel alternator sets.

Power fed by two feeders 750 V 3- ph through IV

couplers, stepped down to 415 V 3 ph for AC by 50/60

kVA transformer

110 V ac lighting and fans by 415/110 ac transformer.

Salient Features

750 V, 3 Ø FEEDER

415 V, 3 Ø

50/60kVA TRANSFORMER 415 V, 3 Ø LIGHTING TRANSFORMER

110 V, 3 Ø

LIGHTING LOAD

ACLOAD

COACH SUPPLY

ALT. ALT. ALT. ALT.

GENERATOR CAR

GENERATOR

CAR

FEEDER - I

FEEDER - IICOACHESCOACHES

No restriction of Load due to high capacity power cars.

Does not require bulky batteries, alternators.

Standby DA sets.

Independent of mode of traction.

Less maintenance required due to elimination of under

slung alternator, battery, axle pulley, V-belts etc.

Higher system efficiency than SG system.

Advantages of EOG System

Flexibility in rake formation not possible.

High cost of energy due to high fuel cost.

Noise and smoke pollution from power cars.

Passenger capacity reduced due to provision of

power car.

Disadvantages of EOG System

Single phase power supply received from OHE

through loco or tapped from OHE in power

car through separate pantograph.

Cost effective, reliable and energy efficient.

Salient Features

Elimination of heavy under slung equipment viz

alternator, battery, Inverter etc. in SG coaches

and DA sets in EOG power car avoiding noise

and smoke pollution.

Inverter (single phase to 3 phase) can be

mounted on/ under loco or power car or

individual coach.

Operating Formation of rakes, Placement of rakes, planning of

new coaching depots, Planning of new trains,

Timetabling, Rake rationalization, planning of POH

of coaches, Co-ordination for sick marking.

Commercial Introduction of new trains, Extra coaches and trains

for seasonal rush, Special trains, Refund in case of

Non AC, passenger complaints

MechanicalCo-ordination for coach maintenance, placement of

rakes, integrated coach maintenance, Sick line

maintenance.

Volumes published by IRIEEN on various

topics of Train lighting and Air-conditioning

Technical instructions issued by RDSO from

time to time for reliability.

Volumes on Coaching maintenance

Manual of coaching maintenance and design

Publications issued by CAMTECH, Gwalior

on various topics of Coaching available on

internet. (Search “Camtech publications”)

Phase II - Module No. STC-GS-1

Self Generating System (SG),

End On Generation System (EOG) and

Head On Generation System (HOG) - trials are under

progress

Based on the type of generation, there are three systems

adopted over IR. These are -

In this system, power supply is generated in individual

coach through alternators propelled by axles.

Power generated during run supplies coach supply and

also charges the battery bank provided in each coach,

which in turn supplies power to the coach while the coach

is stationary.

The alternators are fitted in the under frame driven by the

axle through V-belts.

These alternators generate 110V, AC, 3Ø, which is

rectified and regulated by Rectifier cum Regulator Units

(RRU/ERRU).

The RRU further passes 110V DC for coach supply and

battery charging.

This system is used for Air Conditioned coaches and Non

AC coaches of Mail/Express/Passenger trains.

ALT.

RRU/ ERRU

FIELDWINDING

BATTERY BOX

+-

TO COACH LOAD

Non AC coaches (TL Coaches)

Roof Mounted Package Unit

(RMPU) type AC coaches

Under slung type AC coaches

These coaches are also called conventional type SG AC

coaches.

These coaches are equipped with following equipment:

Under slung type SG AC coaches

SN Equipment RatingQty/ Coach

1st AC Others

1 Alternator 130 V DC, 25 kW 1 2

2 RRU/ERRU 130 V DC, 25 kW 1 2

3 Battery800 Ah Low maintenance

Lead Acid56 cells #

4 V-belt C-122 1x (6+6) 2x (6+6)

5 Compressor ACCEL/ Carrier 1 2

SN Equipment RatingQty/ Coach

1st ACOthers

6 Compressor Motor 8.5/10 HP, 110 VDC 1 2

7 Condenser Motor 1.5 HP, 110V DC 2 4

8 Blower Motor 1 HP, 110V DC 1 2

9 Condenser Coil Under slung 1 2

10 Cooling Coil Over the corridor 1 2

11 Heater Unit 110V DC, 6 kW 1 2

12 WRA 1 motor 2

# Now for better reliability 1100 Ah VRLA batteries are being

retrofitted.

These coaches are also called RMPU type SGAC coaches.

These coaches are equipped with following equipment:

SN Equipment RatingQty/ Coach

1st AC Others

1 Alternator 130V, 193A DC, 25kW 1 2

2 RRU/ERRU 130V,193A DC, 25 kW 1 2

3 Battery 1100 Ah, VRLA 56 cells

4 V-belt C-122 1 x (6+6) 2 x (6+6)

5 Sealed Compressor 3 Ø, 415 V AC 2 4

Roof Mounted Package Unit (RMPU) type SGAC coaches

SN Equipment RatingQty/ Coach

1st AC Others

6 Condenser Motor 1 HP, 3 Ø, 415 V AC 2 4

7 Blower Motor 1 HP, 3 Ø, 415 V AC 1 2

8 Condenser Coil Roof Mounted 2 4

9 Cooling Coil Over the corridor 2 4

10 Heater Unit 3 Ø, 415 V AC, 3 kW 2 4

11WRA/ Monoblock

Pump3 Ø, 415 V AC, 1 HP 2

12 InverterInput: 110V DC, 25 kW

Output: 3 Ø, 415 V AC1 2

These coaches are equipped with following equipment:

SN Equipment Rating Qty/ Coach

1 Alternator 120 V, 37.5A DC, 4.5 kW 1

2RRU/

ERRU120 V, 37.5 A DC, 4.5 kW 1

3 Battery

120 Ah, 6V VRLA or 120

Ah, 6 V Monoblock

LMLA

2 V, 57 cells or 19 Mono

blocks VRLA/ 54 cells or

18 mono-block LMLA

4 V-belt C-122 4

Non AC coaches

Description of Power Circuit

The 3- phase, 415 VAC, 50Hz power supply is used to

operate two hermetically sealed compressors, one double

shaft blower motor, two condenser motors and one set of

heaters through six contactors.

All the equipment are protected by over load relays and

MCBs.

RSW-1

RO

YO

BO

63A

415

V A

C 3

Ph.

50 H

z I

N C

OM

ING

363

362

361

MCB63A

360

359

358

R

Y

B

MCB-1

6A

345

344

343

324

323

322

OL-1 C1

6A

303

302

301

BLOWER

MOTOR

R Y B

MCB-2

6A

348

347

346

327

326

325

OL-2 C2

6A

306

305

304

COND-1

MOTOR

360

359

358

360

359

358

MCB-3

6A

351

350

349

330

329

328

OL-3 C3

6A

309

308

307

COND-2

MOTOR

360

359

358

MCB-4

32A

354

353

352

333

332

331

OL-4 C4

32A

312

311

310

COMP-1

MOTOR

360

359

358

MCB-5

32A

357

356

355

336

335

334

OL-5 C5

32A

315

314

313

COMP-2

MOTOR

360

359

358

MCB-6

16A

339

338

337

C6

16A

318

317

316

360

359

358

HEATER-1

&

HEATER-2

MCB-7

2A

360

359

358

CC-HTR 1

CC-HTR 2

MCB-8

359

358

2A

TRANSFORMERTO CONTROL

R Y B

CABLE SPECIFICATION

S.No. SIZE (SQ.MM) SYMBOL USED

1. 1.5

2. 2.5

3. 6.0

4. 16.0

371

370

FIRST FERRULE No. 301

LAST FERRULE No. 371

FERRULE Nos. NOT USED

340,341,342,364 TO 369.

TC2

TC1

TO CONTROL CIRCUIT

MCB-8

1. IF SEPARATE FILTERED CONTROL SUPPLY OF

415V AC FROM INVERTER IS AVAILABLE THE

CONTROL CIRCUIT (MCB-8) WILL BE CONNECTED

TO TC1 & TC2 INSTEAD OF BUS BAR.

2. MULTI STRAND ELASTOMERIC CABLES CONFIRMING

TO RDSO SPEC. NO. E-14/1 PART-1 (REV.II)

FEB. 1993 SHALL BE USED FOR POWER CIRCUIT.

POWER WIRING DIAGRAM

FLC-RLY-000101/CP/DATED: 04/08/98 (REV 1)

BU

S B

AR

321

320

319

Description of Control Circuit

A step down transformer of 415V/110V is used to provide

110V AC, single phase to control circuit.

The thermostats, PCBs, OLPs, HP cut out, LP cut out,

timers, etc. operate at this control voltage.

AU

TO

1

1212 4412

110 V

AC

FR

OM

SH

EE

T N

O.2

415 V

AC

NOTE:-

1. ALL CABLES FOR INDICATION LIGHTS SHALL BE PTFE OF 1.0 SQ. MM SIZE.

2. ALL CABLES FOR CONTROL CIRCUIT SHALL BE PTFE OF 1.5 SQ. MM SIZE.

FIRST FERRULE No. ...10

LAST FERRULE No. .....100

FERRULE No. 11, 20, 37 TO 99

NOT USED

100371

AIR

LO

SS

BLO

WE

R O

N

BLO

WE

R

O/L

TR

IP

AU

XIL

AR

Y

CO

NT

AC

TO

R

BLO

WE

R M

OT

OR

CO

NT

AC

TO

R

PO

WE

R O

N

100 100

C1

PC

B

R

13

1

O/L-1

100 100

AC1

R

PC

B

G

100

PC

B

R

1514

2 3

C-1

1716

4 5

VR

-2

46

VR

-1

45

21

36370MCB 4

20 RSW-2

1. VENT2. AUTO

3. MANUAL COOLING4. MANUAL HEATING

C-1 AC-1

HE

AT

ING

CO

OLIN

G

MA

NU

AL

100

G G G G

6 7

22 23b

8

24b 25

TO

SHEET No. 4

ELECTRONIC THERMOSTAT

RSW - 3

14

1

2 3

4

2

2 3

4

3

24

23

24a23a

TO

SHEET No. 4

HR

CR

TO ELECTRONICTIMEDELAY RELAY

(ETDR)

POWER

SUPPLY

SENSOR TO BE LOCATEDAT RETURN AIR PATH IN RMPU

10 11

18 19

A1 B1

CO

ND

.1

CO

NT

AC

TO

R

CO

ND

.1 O

/L

CO

ND

.2

CO

NT

AC

TO

R

CO

ND

.2 O

/L

CO

ND

.1 O

N

CO

MP

.1

CO

NT

AC

TO

R

CO

MP

.1 O

/L

LP

1

HP

1

CO

MP

.1

BY

PA

SS

CO

MP

.2

CO

NT

AC

TO

R

CO

MP

.2 O

/L

LP

2

HP

2

CO

MP

.2

BY

PA

SS

CO

MP

.1 O

N

CO

MP

.2 O

N

CO

ND

.2 O

N

HE

AT

ER

CO

NT

AC

TO

R

OH

P 2

TR

IP

OH

P 1

TR

IP

HE

AT

ER

ON

FR

OM

SH

EE

T N

O. 3

24

23

C2 C3

C6

C3

C2

O/L-2 O/L-3 C-2 C-3

40 40 40 40

41 43 45 4642 44

9 10 11 12

PC

B

PC

B

RGR G

C2 C3

PC

B

100 100 100 100

N N N N N

48

49

T26

T27

T29

T31

T28

T30

51

5257

54

55

13 14 15 16 17 18 19 20

21 22

23 24 25

PC

B

PC

B

PC

B

R R R R R R R R R R

G G

G

1

2

3 1

2

3

a b

48

T38

T39

T41

T42

T40

T4362

61

63

65

65

66

70

68

69

71

4848

C4 C5

72 73

8282

82

C6

84

85

C6C5C4

NOTE :1. FIRST FERRULE No. 40 & LAST FERRULE No. 100.

2. FERRULE No. NOT USED - 47, 50, 53, 56, 64, 67, 74 TO 81, 85, 88 TO 99.

3. R-RED LED INDICATOR & G-GREEN LED INDICATOR4. CABLE SIZE FOR ALL INDICATION LIGHTS SHALL BE PTFE OF 1 SQ.MM.5. CABLE SIZE FOR CONTROL CIRCUIT SHALL BE PTFE OF SIZE 1.5 SQ.MM.

1. BOTH COMPRESSOR ON.2. COMPRESSOR-1 BYPASS

3. COMPRESSOR-2 BYPASS

RSW-5

ETDR

N1 Ph1

PhN

N1 Ph1

HP1

LP1

O/L-4

54

5960

58

T32 T34

T33

T35

T37

T36

HP2

LP2

O/L-5

66

N

OHP-1

83

OHP-1

86

87

ETDRFROM

SHEET

NO.3{

FROM

SHEET

NO.3{

FROM

TB 7 RS W3

R1, Y1, B1

R2, Y2, B2TB2

MPCB

MCB

4151, 4152

RSW7

4157,4158

4159

PUMP1

U,V,W

PUMP2

U1,V1,W1

TO

TB 8

XR

4154,4155

4156

221,222

223

191,192

193,N

TO

TB 1

FROM

TB 1191,192193, N

MCB

RSW4

194,195196

197,198199

MCB

MCB

MCB

FR1

FY1

FB1

TO

TB 1

N

VOLT

METER

1814

FROMTB 3

263 262

FROMTB 4

BATT

AMMETER

FROM 500A SHUNT

19

201

TO

TB 4

700

TB 4

FROM

RC

L1

706

RC

L2

707

1 &

3701

702

FS

L

2 &

4F

SL

TO CL2

RSW-1

500A

17

117

19

26 RSW-2

300A

261

400A

26

250A

2614

250A

2613

TO

IN

V2 +

(DP

)

TO

IN

V1 +

(DP

)

TOTB4

19

1911717

17

TO ALT-1

AMMETR

201

FR

OM

U/F

16

16

TO ALT-2

AMMETR

TO

TB 5

FR

OM

U/F

116

FR

OM

U/F

19

FR

OM

U/F

201

250A

181

250A

181

TO

IN

V2 +

(DP

)

TO

IN

V1 +

(DP

)

250A

18

TO

40A

MC

BF

RO

M U

/F

- VeT

OVR

ALT-1

16

17

ALT-2

116

117

262,

1814

3,4

,4a,

5

FROM TB6

16,17,116,117

FROM SHUNT

RSW-6(FL)

300

330

TO

6A MCB

FROM 40A

MCB

26

RSW-6

(IC, L)

26

500

700

TO MCB (+10A)

2611

2612

1814 / VM18 0 2.5A

702.5A

SP5A

18115A

11825A

180310A

180410A

1840A

2640A

70010A

50010A

3305A

3005A

SP5A

72.5A

FROM TB 42.5A

18

TO RSW 5

PAIL

VM 262

TO TB 4

SP

L1

L2

IC1

IC2

TO

TB

3F

RO

M

RS

W 6

FROM TB 4

FR

OM

RS

W 5

TO

T

B 4

4153

N

SCHEMATIC DIAGRAM FOR POWER PANEL

Capacity : 25 kW

Voltage : 130 V +/- 5% on DC side (97V, 3phase AC)

193 A Max on DC side.

Cut in Speed : 380 RPM (30 Kmph )

MFO : 700 RPM (51 kmph approx for 135 A at 135V)

Max. Speed : 2500 RPM (156 Kmph approx)

Mounting : Transom mounting

Belts : V-belts (C-122)

• Alternator

Insulation : H- class

Resistance between field terminals : 7.3 ohms

Resistance between phase terminals : 0.08 ohms

Alternator Pulley : 200 mm PCD 6 groove

pulley

RRU/ERRU

Capacity : 25kW

Voltage : 130V+/-5 % V DC

Current : 25kW – 193A DC Max

Battery

Voltage : 2V

Capacity : 1100 Ah

Type : VRLA

Battery charger

Input Voltage : 3-Ph 415 Volts, 50 Hz.

Input current : 45Amps

Output Voltage : 130V DC

Output current : 200 Amp.

AC WRA/ Monoblock

Voltage : 3-Ph, 415V, 50Hz.

Capacity : 0.5 HP

Inverter

Capacity : 25kVA

DC Input : 90V- 140V DC with 15% ripple

Rated input current : 250A

AC Output : 3- Ph. 3-wire, 415V+/- 5%

PWM sine wave

Output frequency : 50 Hz+/- 3%

Output power factor : 0.8

Rated Output current : 35A

Power Panel Equipment

Voltmeter : 0-200V DC

Center-Zero-Ammeter : 500-0-500 DC

Ammeter for Alternator-I & II : 0-300A DC

RSW1 (Alternator supply selector rotary switch) : 400/500Amps

RSW2 (Inverter supply selector rotary switch) : 300Amps

Capacity of HRC Fuse between RSW1 & RSW2 : 400Amps

Capacity of HRC Fuse for inverter supply (RMPU) : 250Amps

Capacity of HRC Fuse for inverter supply (RMPU) : 250Amps

Capacity of HRC Fuse for AC plant 1&2 supply (U/S): 160Amps

Transformer for fans, mobile/laptop charging : 2 kVA,

415V/ 110V

AC.

RSW3 for Inverter Selector : 16Amps

Input side MCCB for 440/110V transformer : 16Amps

Contactor cum MCCB for WRA : 16Amps

RSW4 for fans : 16Amps

RSW5 for Lights : 16Amps

RSW6 for night lights : 16Amps

RSW7 for WRA selector : 16Amps

MCBs for +ve, -ve circuits of FTLs/ CFL Night : 6Amps

Lamps, fans, Mobile charging inverter.

AC Control Panel Equipment (RMPU)

RSW1 : 63Amps

MCB TP : 63 Amps.

MCB TP for blower, condensers : 6 Amps

MCB TP for compressors : 32 Amps.

MCB TP for heaters : 16 Amps

MCB DP for Control T/F : 4Amps

Contactors for blower, condensers : 6 Amps

Contactors for compressors : 32Amps

Contactor for heater : 16Amps.

Control Transformer : 415/110V AC

Make : Maneurop/ Compelend

scroll

Maneurop/ Compelend

scroll

Power

consumption

: 5250 W +/- 20 %

depending on ambient

temperature

5250 W +/- 20 %

depending on ambient

temperature

Current : 8.5A+/- 25% at

415VAC 3-phase 50Hz

depending on Ambient

temperature

8.5A+/- 25% at

415VAC 3-phase 50Hz

depending on Ambient

temperature

Compressor

Power factor : 0.85 0.85

C.F.M.(Displacement) : 12.033 C.F.M, R-

22 Vapour

12.033 C.F.M, R-

22 Vapour

Volume : 117.65

CC/Revolution

117.65

CC/Revolution

Evaporator Motor

Type : Centrifugal type Centrifugal type

Diameter : 10” (250mm) 11” (280mm)

Air flow (CFM) : 4200 Cu.Mtr/Hr+/-

10% at 20 mm water

guage

4000 Cu.Mtr/Hr at 20

mm water guage

Pressure (External Static) : 25 mm Minimum

water guage

25 mm Minimum

water guage

Speed : 1415+/- 10% RPM 1400+/- 10% RPM

Capacity : 1.5 HP 1.5 HP

Current : 2.6A +/-10% at 415 VAC 3-

Ph, 50Hz.

2.6A +/-10% at 415

VAC 3-Ph, 50Hz.

Condenser Fans

Diameter : 24” 21”

Air flow : 4000 x 2 (6800 Cu.Mtr/Hr x 2)

at 7mm static.

3825 x 2 (13000

Cu.Mtr/Hr minimum)

Speed : 910 +/- 10% RPM. 1400 +/- 10% RPM

Motor capacity : 1 HP x 2 1 HP x 2

Current : 2.1A+/- 10% x2 at 415V.AC 3

Ph 50Hz.

2.2A+/- 10% x2 at

415V.AC 3 phase 50Hz

Evaporator Coil

Face area : 0.254 sq.mtr x 2 0.265 sq.mtr x 2

Material of Tube : Copper Copper

Tube O.D. : 9.525 mm(3/8”) 9.62 mm(3/8”)

Fin material : Copper Copper

Fin thickness : 0.127 mm 0.14 mm

No. of fins/25mm : 15 12+/-1

Condenser Coil

Face area : 0.7376 sq.mtr x 2 0.67 sq.mtr x 2

Material of Tube : Copper Copper

Tube O.D. : 9.525 mm(3/8”) 9.62 mm(3/8”)

Fin material : Copper Copper

Fin thickness : 0.127mm 0.14 mm

No. of fins/25mm : 15 12+/-1

Refrigerant : R-22 less than 2.5 kg each

circuit

R-22 less than 3.0 kg each

circuit

LP : 35+/- 2 PSI 35+/- 2 PSI

HP : 415+/- 2 PSI 415+/- 2 PSI

(Self Generating TL Coaches)

Phase II - Module No. STC-GS-1

Most of the conventional non-air conditioned BG

coaches (ie. TL coaches) running on Indian

Railways are Self Generation (SG) type coaches

fitted with 4.5 kW alternators.

These coaches have 110 V DC systems for fan &

lights.

Each coach is provided with bogie mounted axle

driven one brush less alternator of 4.5 kW with

static rectifier-cum-regulator unit (RRU)/ Electronic

rectifier-cum-regulator unit (ERRU), giving an

output at 124 volts D.C.

The lights are arranged in two circuits (L-I, L-II) and fans in

one circuit-F, each controlled by a rotary switch.

Each circuit of lights and fans is protected by HRC fuse which

acts as back up protection in case of any short circuit fault,

isolating the faulty circuit only.

The circuit L-1 have essential/ emergency lighting circuit

which also include all Lavatory lights, 50% of compartment

lights, doorway lights, Night lights in all types of IInd Class

coaches.

(Ref: Specification No. EL/TL/48 (Rev.1) –2005)

The L-II light circuit feeds all the balance lights in

the coach.

The size of HRC fuse will be as per the type of

coach and the coach load, which will be governed

by the particular specification of the coach.

Re-wirable tinned copper fuses protect the branch

circuits for lights and fans.

Contd.......

110 V DC Train Lighting (TL) systems

4.5 K.W. BRUSHLESS

ALTERNATOR

These re-wirable fuses are located on a distribution fuse

board.

All branch circuits are protected by the fuses, both on

negative and positive sides.

Ordinarily one fuse protects upto a maximum of 3 light

points or 2 fans points.

The grouping of negative wires is done in such a manner

that the group load is within the capacity of the distribution

fuse board and arrangements are identical on positive and

negative sides.

Contd.......

MAIN RECTIFIER BRIDGE

FIELD RECTIFIER BRIDGE

VOLTAGE & CURRENTSENSOR

OVER VOLTAGE PROTECTION

FIELD CONTROL CIRCUIT

A1A2 A3

FIELD

REGULATOR

F +

F-

B-

B+

The general schematic wiring diagram is illustrated in RDSO

Drawing No. SKEL-3928 Alt. 2 which is to be followed.

Alternator – Regulator block diagram

Colour Code:

For easy identification of the cables, the various circuits have

colour code as indicated below:

Paralleling main and fan positive cables ……….… Red

Light positive cables. …………..… ………………Yellow

Fan negative cables ………………..……………….Black

All other negative cables except fan negatives ….…Blue

The positive & negative cable is segregated by running them

in two separate conduits. The phase & field cables from

alternator to terminal box and from terminal box to rectifier

cum regulator should be run in flexible PVC conduits.

The size of fuses at various locations is as given below:

Sr Circuit fuseFuse

location

Fuse size

rating

Non-fusing/

non

tripping

Current

60 Sec.

Fusing/

tripping

circuit

Minimum

size of cable

protected

for short

circuit

Short

time (60

sec)

rating of

cable

1.

Positive/

Negative

Branch fuse

DFB

6A

(0.20mm)

(35 SWG)

8A 13A7/0.85

(4mm²)37A

2.LI, LII &

Fan

Junctio

n Box16A HRC

7/1.7

(16 mm²)148A

3.SPM-I &

SPM-II-do- 16A HRC

7/1.7

(16 mm²)148A

4.Main

Negative-do- 35A HRC

7/2.52 (35

mm²)325A

5.Fuse + & -

battery

Fuse

Box40A HRC

The standard ratings at the dc output terminals of the

rectifying and regulating equipment are 4.5 kW, 37.5A,

120 Volts.

It is driven by 4 Nos. ‘V’ belt coupled between the axle

and the alternator pulley.

These are designed as per

spec. no. RDSO/PE/SPEC/

TL/0054-2003 (Rev‘0’) with

amndt.1 &2.

The inductor type

Brushless alternator is an

axle driven, power-

generating machine with

‘V’ belt drive, mounted on

the bogies of the coaches.

The alternator is suspended on bogie on suspension boss fitted with

alternator pin.

The suspension boss fitted with a renewable bush having bore dia of

32.5 mm + 0.20 mm and alternator pin of diameter 31.75 mm + 0.0

mm / -0.10 mm.

The alternator is secured with safety chains (as per RDSO Drg.

SKEL 3934) to avoid dropping of it on track in case of any

breakage during run.

The alternator is secured with safety chains (as per RDSO Drg.

SKEL 3934) to avoid dropping of it on track in case of any

breakage during run.

i. Charging the coach batteries

ii. To meet electrical load i.e. fans, lights, mobile charging points

etc. in the coach.

The Alternator with the help of static/electronic rectifier

cum regulator unit regulates and rectifies the voltage

which is used for:

Alternator pulley A pulley fitted on alternator and driven by

axle pulley through ‘V’ belt. The pitch circle diameter

(PCD) is 200 ± 0.3 mm.

Belts are kept under tension by a spring-loaded belt-

tensioning device.

‘V’ belts used are of ‘C’ section size C-122 conforming to

RDSO Specification No. RDSO/PE/SPEC/0059-2004

(Rev.’0’)/ latest.

Axle pulley - A pulley fitted

on the axle of the coach to

drive the alternator by ‘V’

belt. The pitch circle

diameter (PCD) is 572.6 ±

0.4 mm.

The rectifier cum regulator unit has mainly following functions:

i To rectify the 3 phase AC output of the alternator to DC output.

ii Regulating the voltage generated by the alternator at the set

value.

iii Regulating the output current.

The static Rectifier cum Regulator (RRU) consists

components

Power rectifier,

Magnetic Amplifier (MA),

Excitation transformer (ET),

Voltage detector (DT) and

Over volt protection relay (OVPR)

The Electronic Rectifier regulator unit (ERRU) employs

IGBT with driver circuit for the control of field excitation.

It employs Micro controller for the control of output DC

voltage, out put current, Battery charging current and field

current.

Electronic Rectifier cum Regulator (ERRU) is as per RDSO

specification No. RDSO/ PE/ SPEC/ D/AC/0013 (Rev.0).

Fast and reliable switching devices.

Alternator identifying facilities

Auto setting of parameters are such as output DC

voltage, battery current, load current which in turn

increase the life of battery and the alternator itself.

Monitoring real time value of alternator voltage, load

current, battery AH (IN), AH (OUT) etc., through

interface fitted inside the coach.

Main features of ERRU with UVC (Universal Voltage

Controller):

Control circuit is Modular type design.

Auto identification of alternator is ratings and

indications.

Auto setting of parameters are of voltage, load

current, Battery current, over voltage, over current

and current limiting for all the regulator of 4.5 kW,

18 kW and 25 kW.

UVC is interchangeable with all types of Electronic

Regulators from 4.5 kW to 25 kW.

Main advantages of ERRU:

Close regulation of voltage +/- 2 V over the entire range

of load and speed to have uniform charging of batteries.

Less voltage and current ripple are on Battery Charging

current.

Controlled Battery charging current to have longer life of

batteries.

Moulded Hall sensors for current sensing and setting

current limit.

Static over voltage protection and latching without

battery.

Isopack Power diodes directly mounted on the heat sinks

to have better heat dissipation.

Moulded PCBs to avoid dust and vibration problems.

Separate interface unit for monitoring the parameters like

DC Voltage, DC current, Battery charging and discharging

currents, Amp, Hours etc. and it can be downloaded.

This interface has facilities to store AH.IN and AH.OUT,

generation and non-generation time, total distance traveled

by coach and faults occurred in the regulators.

This interface also has Emergency unit. In case of failure of

one control unit, the other control unit will take care of both

regulators.

Rating:

Voltage : 124 V

Full Load amps : 38 A

Speed Range : 550 RPM to 2500 RPM.

Setting:

Normal : 124V +/- 0.5 V at 19 Amp.

And at 1500 RPM

Facility available for setting : 120V,122V & 124V

Load Current : 42 Amp (Maximum)

Battery charging current : 24 Amp (Max.)

Rating and Setting for 4.5 kW Regulator:

In 110V, train lighting system, 6V, 120 Ah capacity mono

block batteries are used in all types of conventional non air-

conditioned BG coaches.

There are two types of batteries ie. Low maintenance lead

acid (LMLA) and valve regulated lead acid (VRLA).

Eighteen (18) Nos. mono-blocks (each consisting of 3 cell

used in series) of battery constituting one set, are arranged in

two battery boxes. In each battery box the mono-blocks are

arranged in one row of 9 mono-blocks and each mono-block

is kept perpendicular to the track.

These are used in conjunction with brushless alternators with

suitable rectifier cum regulator of 4.5 kW capacity with a

nominal setting of 126 V, 37.5 Amp at full load and 1500

rev./ min.

Water :

• The water used for topping up and preparing

electrolyte shall conform to IS 1069 – 1993.

Electrolyte:

• It shall be prepared from battery grade sulphuric acid

conforming to IS 266-1993 with latest amendment.

• The level of electrolyte shall be at least 50 mm above the top

of separator protector in fully topped up condition (up to the

green level of float indicator).

• The specific gravity of electrolyte when the battery is in fully

charged condition at 27 degree centigrade shall be between

1.210 to 1.220 for 120Ah. The specific gravity shall be

corrected to 27 degree centigrade using the formula given

under C1.3.2.2 of IS 8320-1982.

Manufacturing & commissioning date of Battery:

• The year and month of manufacturer shall be punched on

positive terminal lug base with letter size not less than 6 mm

height and on Negative terminal side commissioning of

cells/batteries, month/year shall be marked by Railways.

It is suspended on coach in the under-frame and is

provided with front opening doors for paying attention to

batteries.

FRP trays are provided at the bottom to avoid corrosion of

battery box from spillage of acid.

The interior of the battery box is painted with anti-corrosive

paint. The box is provided with ventilating grills to permit

flow of outside air over the cells.

A drain pipe is provided at the bottom of the box to allow

spilled acid or water to drain out.

Mild steel rods threaded at both ends are fixed to the battery

boxes after loading the cells.

While mounting the battery box in under-frame of the

coaches, special care is taken to provide locking nuts and split

pins to avoid any accidental falling of batteries while running.

BCT is provided centrally at the both sides of the

under-frame of the coaches for external charging

of the batteries at stations or maintenance lines.

All the cables coming from under-frame equipment

like regulator-rectifier, batteries and battery charging

sockets are terminated at the terminal board

mounted inside this box. Supply to the junction box

inside the coach is taken from this box.

Rotary Junction Box is

provided inside the coach. It

is used to arrange and

control the power supply to

various circuits of the coach

(e.g. light, fan etc.) with the

help of rotary switches and

HRC fuses.

Each coach is provided with four emergency feed

terminal boards on end panels, one each at the four

corners of the coach at lower level to enable emergency

connection to be made between adjacent coaches. On

these terminal boards, the outer terminal shall be

connected to the positive and the inner terminal shall be

connected to negative.

The coaches are fitted with

FTL, CFL or incandescent

light fittings.

The fluorescent light fittings

2 feet long, 20 watt, CFL of

11w x 2, incandescent lamps

25w/40w are working on

110 V DC supply.

Level of illumination (Ref:

RDSO spec. no.EL/TL/48

(Rev’1’) –2005).

Class of coach Min. illumination level

Ist class compartments 30 lux

2nd class compartments 30 lux

Postal compartments 40 lux

Pantry compartments 30 lux

Lavatories and corridor 16 lux

Luggage compartment of SLR coaches 20 lux

The level of illumination to be attained in various types

of coaches shall be as given below

On non AC BG coaches 400 mm

sweep carriage fans are used where

system voltage is 110 DC. These fans

are fixed type with voltage range is

90- 140V DC.

These fans are being replaced with

Brushless DC (BLDC) fans for 110

Volt dc, 400 mm and 450 mm sweep

fixed type.

The blades are made of fire retardant

plastic material.

Fuse distribution boards are

provided for each compartment/

bay of the coach.

The covers of Fuse distribution

boards are modified to restrict

the entry of waste/rubbish

material inside the FDB through

its cover and thus reduce the

possibility of fires incidences in

the cables in the vicinity of

FDB.

Phase II – Module No. STC-GS-1

Power Rectifier

Field Diode

Blocking Diodes

Free wheeling diode

Magnetic Amplifier

Excitation Transformer/Field Transformer

Printed Circuit Board with diode and Potentiometer

Zener diode

Current transformer with burden resistance

Fuses

Over Voltage Relay

Bridge Rectifier for Voltage detector (KEL)

Shunt (KEL)

Voltage detector (KEL)

Capacitor assembly (KEL)

Filter Circuit

Terminal Block.

Brushless alternator is totally enclosed

construction capable of developing a constant

voltage and used for Charging the coach battery

Operation of light, fans, Air Conditioner in the

coach.

A.C. Winding and field winding, both accommodated

in the stator.

The A.C. winding is distributed in the small slots &

field winding is concentrated in two slots .

Each field coil spans half the total number of slots.

The Rotor, consists of stacked stamping, resembles a

cogged wheel having teeth and slots, uniformly

distributed on rotor surface skewing the rotor axis.

The alternator consists of two sets of windings

The core of the stator which is completely embraced

by the field coils & retain a residual magnetism.

If excited by a battery once, the flux produced by the

field coils find its path through rotor, when the rotor is

rotated, passage of rotor teeth & slots alternatively

under the field and varying reluctance path for the flux

produced by the field coils.

Flux which vary periodically link with AC coil &

induced an alternating voltage in AC coil.

The frequency of induced voltage depends on the

speed of rotor.

The field is controlled through regulator to attain

desired output voltage.

The 3 phase output from the alternator is rectified by

the bridge connected silicon diodes.

The DC excitation to the field is obtained by full wave

rectification of alternating current provided through

the field transformer and the load winding of the

magnetic amplifier.

The voltage induced in the alternator winding is

dependent on the speed of revolution of rotor and on the

excitation current.

In the absence of voltage detector and magnetic

amplifier, the generated voltage of the alternator is

controlled by only saturation of stator, which is not

regulated.

The necessity of magnetic amplifier is come into

picture.

As soon as, the pre-set value of voltage reached, the

Zener diode in voltage detector starts conducting and

sends a “control current” through magnetic amplifier

winding.

The flux produced by the control current is in such a

way that it opposes the flux produced by the load

winding, thereby increasing the impedance of the field

circuit.

The increase in field impedance value reduces the field

current and brings down the voltage output to the

normal value.

The current limiting is also achieved in similar manner.

When the alternate current increases by pre-determined

load current, the voltage of the CT after rectification by

bridge will provide the necessary “error signal” for

magnetic amplifier.

In this case, voltage drop across the resistance “R-1” will

cause the Zener diode to conduct.

The control current also passes through same control

winding.

The effect of this control current is to retain the current

at the limited value and to reduce the voltage and hence

the output current

Static over voltage protection (OVP) circuit is provided

to stop the generation is case of any fault of the

components and cause over generation.

As the voltage goes beyond the setting limit for more

than 3 seconds the OVP circuit immediately reduces the

field current and latches the output voltage at less than

90 volts, the latching remains even without battery.

• Semiconductors having studs (main diodes, field

diodes) should not be over tightened. Recommended

torques for these are given below:-

a) Main diodes- 4.5 N-m.

b) Field diodes- 2 N-m.

As per RDSO/PE/SMI/TC/0003-99 (Rev. 0)

• Solder (60/40,18 SWG) with 35 W soldering iron

Use silicon grease/ heat sinking compound between

mating surface of semiconductors with heat sink.

Use fuse link as per manufacture recommendations.

Phase II – Module No. STC-GS-1

Electricity is required in a coach for operating lights

and fans as part of the minimum amenities to be

provided to the passengers traveling in a train.

One of the conventional methods is to generate the

requisite energy through the use of alternators driven by

the axle of the coaches.

The obvious problem with such arrangement was frequent

interruption and variation of frequency and voltage

generated with varying speed from stationary condition to

its maximum.

A battery of sufficient Ampere-Hour capacity was thus put

in parallel to feed the power to the coach during such low

voltage conditions. The battery was getting charged when

the generation was good.

Magnetic Amplifier based control was successfully

introduced at this stage to regulate and control the

DC voltage generated through the regulation of the

field current of the alternator.

This DC power is used to operate the various

electrical equipment and accessories inside the

coach.

This design of RRU is having its inherent limitations.

Poor voltage regulation.

No battery-charging feature of charging the coach

battery with current limit at constant voltage.

The voltage and current ripple in the 110V DC output

are varying substantially depending upon the type of

load and speed which may affect life of batteries.

Hence, it is felt necessary to go for an alternative

better design having fast response, better regulation

(within ± 2%) using fast switching devices with its

control circuitry to achieve higher reliability and fail

safe feature of the equipment.

The objective of the project ERRU is primarily to regulate

the alternator generation at the desired setting considering

the load condition and to maintain a constant charging

current for the battery and to reduce voltage as well as

current ripple.

In addition the system is intended to have fast response and

fail safe protection.

The Electronic Rectifying cum Regulator Unit also have

some additional feature, viz., over voltage protection,

overload protection with fast corrective response together

with various annunciations for indicating the system status.

High performance 16 bit microcontroller used to ensure

real time response.

Use of intelligent control algorithm for improved

performance.

Total CMOS (complementary metal–oxide–

semiconductor) design for low power consumption and

reliability.

Excellent DC voltage regulation of 1% against typically 7-

10% with conventional system.

Reduction of the ripple content in the controlled DC

output (less than 1% ripple content as compared to the

15% in conventional system).

Better Current Regulation and current ripple (less than

10% compared to typically 25% in conventional system).

Intelligent Battery Management algorithm with over current

control to charge the battery at a constant voltage for

additional life and health of the coach battery.

Reduction of Cut-in and MFO speed for better power

management.

RDSO specification No. RDSO/PE/SPEC/

AC/0013-2011 (REV-2) For Electronic

Rectifier cum Regulator Unit (ERRU) FOR 25

kW & 4.5 kW Alternator fitted on AC & TL

Coaches issued in December, 2011.

• No load DC Output voltage : 135 V (Maximum)

• DC Output Voltage setting : 129 ±0.5 V, 97 A at 1500 rpm

• Voltage regulation : ± 2% of set voltage

• Efficiency at full load at 1800 rpm : 95% (minimum)

• Voltage ripple : within 2%

• Current ripple : within 10%

• Load variation : 10 A to 193 A

• Speed variation : 800 rpm to 2500 rpm

• Voltage at 15% over load : 120 V (minimum) at 222 A

• Current limiting : 230 A (maximum)

• Battery charging current limits (max) : 220A

No load DC Output voltage : 130 V (Maximum)

DC output voltage setting : 128.5 ± 0.5 V at 19 A at 1500 rpm

Voltage regulation : ±2% of set voltage

Efficiency at full load at 1800 rpm : 95% (minimum)

Voltage ripple : within 2%

Current ripple : within 10%

Load variation : 1 A to 37.5 A

Speed variation : 600 rpm to 2500 rpm

Voltage at over load of 40 A : 115 V (minimum)

Current limiting : 43 A (maximum)

Battery charging current limits(max.) : 24 A

Alternator

L

O

A

D

Micro Controller

DC/DC Switching

Power Supply

IGBT Based Field

Power Switching

Module

Analog Signal

Conditioning

Coach Indication

Panel

Keyboard/Display

Field

HALL Sensor

UVC

NOTE:-

- All given no.(1 to 9) are wire numbers

- S6 & S7- coming from OVP

- Wire 5 & 6- coming from UVC

- C1- capacitor mounted in FLD card

assembly.

FLD Card Ckt.

1 K/ 50 W

500 E/ 50W

4700µF/450VUVW

90 65

0

65

DC+

DC-3 x Power Modules

+

-

F+

F-

D1

D2

D3

D4

D5

D6

D7

D8D9

M1 M2 M3

C1

T

FLD Diodes

Fuse

Fuse

IG1

IG2

IGB

T C

ard

+

-

ALT

F+ F-

xCurrent

Sensor

1

2

U

V

S1

S2

9 7 7

6

7 8

8&5

9

S6

S7

Control CktO

VP

Card

For easy understand the ERRU circuit is divided into

five parts:

1. Power circuit

2. Field circuit

3. Voltage control circuit

4. Current sensing circuit

5. OVP circuit

3 phase supply from alternator is converted into DC by

power rectifier consists of Isopack power diodes.

Filtered dc output current is sensed by load hall sensor and

battery current is sensed by battery all sensor.

DC output voltage is available at DC+ and DC- terminals

for roof load and B+ and DC-for battery charging

1. Power circuit:

Alternator 3 phase bridge Filter circuit Hall sensors(2)

rectifier

Coach load Battery

DC supply required for field excitation is drawn

from alternator is rectified

Field supply is controlled by IGBT and UVC

UVC is control the field current to maintain the

set output voltage of alternator

The gate of the IGBT is controlled by

microcontroller , which is programmed with all

date as per the requirements of the specification

2. Field circuit

3. Voltage Control Circuit

The circuit consists of SMPS unit, micro

controller.

If the voltage exceeds preset value the micro

controller gives signal to gate of IGBT

IGBT is fast switching device controls output

voltage and maintain with in limits

4. Current sensing circuit:

When ever current exceeds preset value the

microcontroller gives signal to gate of IGBT

IGBT controls output current and maintain with in

limits

Hall sensor used to sense the current flowing in the

alternator is fed into main circuit to limit the output

current and protect the equipment from over current

It is provided to stop the generation incase of

any fault of the components and cause over

voltage.

When over voltage exceeds 145V OVP

equipment disconnects the field circuit

5. Over voltage protection circuit:

FIELD

CARD

UVC

DISPLAY,

WITH UVC

CARD

TRANSISTOR

BLEEDER

RESISTOR

IGBT ET

POWER

MODULES

CAPACITOR

DATA

DOWNLOADING

UNIT

• These diode modules contain two diodes in a single

pack and have a base plate.

• They can be mounted directly on the heat sinks

needed no insulation in between. This results in

effective heat transfer to the heat sink and thereby

reducing temperature of the device.

• These isopack power diode used as 3 –phase bridge

rectifier.

ISOPACK POWER DIODES

• Rating of diode modules are as:-

• D1-D6 (25 kW) Power Diode 350A/ 1200V

• D1-D6 (4.5kW) Power Diode:- 50A/1200V

Universal application with a common design to

achieve inter changeability among the same make.

Electronic controller unit having microcontroller

can identify the rating of alternator and

automatically adjust parameters.

It can control the field current.

Ensures load sharing between two alternators.

UVC CARD AND UVC DISPLAY UNIT

UVC CARD & UVC DISPLAY UNIT

IGBT (INSULATED GATE BIPOLAR

TRANSISTOR)

Switching device to control DC input signal to the

field for regulating DC output.

It provide faster speed, better drive than power BJTs.

It is a semiconductor device combines high voltage

and high current BJT with low power and fast

switching MOSFET.

OVER VOLTAGE PROTECTGION(OVP)

Static over voltage protection circuit is provided to

stop the generation is case of any fault of the

components and causing over generation.

As the voltage goes beyond the setting limit for more

than 3 seconds the OVP circuit immediately reduces

the field current and Latches the output voltage at

less than 90 volts the Latching remains even without

battery.

It is tripping under no load or over load conditions

and reset by itself automatically within 2 sec.

The tripping voltage of the relay is set at 138+/- 1 V

for 4.5KW and 141+/- 1V for 25KW ERRUs.

OVER VOLTAGE PROTECTGION(OVP)

The Hall Sensor is a transformer operating with a

balanced magnetic flux principle to measure DC -

AC pulsating current with galvanic insulation

between primary and secondary circuit.

Hall Effect Sensors are used for sensing the output

load current and battery charging current. The

battery charging current is set to limit the charging

current as per the battery capacity.

These sensors are able to measure currents from 250

mA to approximately 1000A.

BLEEDER RESISTORS

Excitation (Field) transformer

is used for step down the

alternator output voltage for

field circuit.

Field transformer output

voltage rectified by 1-phase

Bridge Rectifier & Rectified

voltage controlled by

switching device as per speed

& load to maintain the D.C.

output constant.

ET (EXCITATION TRANSFORMER)

USB CONNECTORFOR DATA DOWNLOADING

DATA DOWNLOADING UNIT

DATA DOWNLOADING UNIT

DATA DOWNLOADING START WAIT FOR SEVERAL MINUTES (5-8)

PRESS ENTER

PRESS ENTER

PRESS SET PERA

FIRST CONNECT DATA LOGER TO UVC BOX

DATA DOWNLOADING PROCESS

CONNECT DATA LOGER TO COMPUTER USB PORT

OPEN ERRU S/W FOR UPLODING

PRESS UPLODING DATA

S/W WANT MODE OF COMMUNICATION GIVEN IT(USB, 1) AFTER THIS PRESS OK

AFTER PRESS OK DATA UPLODING START

DATA UPLOADING PROCESS

COMPUTER INTERFACE

Data can be logged through USB port by using a

commercially available pen drive.

Step 1: Insert the pen drive in the USB port

provided on CIP and wait for

approximately 40 seconds after which

the display on the LCD screen changes

to “DOWNLOADING ERRU NPP

DATA”.

Thereafter the display changes to

“DOWNLOADING ERRU PP DATA”.

Step2: After the downloading is over the display comes

back to show the default screen. Plug out the Pen

drive from the USB port. The entire operation

does not require any command from the user in

the form of key pressing to download the Data.

Step3: Insert the pen drive in the USB slot of the

Laptop/Desktop. Run the Software provided for

the analysis of data.

Step4: The name of the file present on pen drive will be

in the form of “serialnumber.EFD” where serial

number specifies the serial number of the ERRU

for which the data has been logged from CIP.

Select the respective file through the “open file”

command on the software. After the selection of

the file the data can be analyzed in Minute

Format, Hourly Format, Overall Cumulative data

analysis and Fault Analysis.

AFTER DATA UPLODING PRESS LIVE DATA/ FAULT

PRESS LIVE DATA FOR DATA CHECKING

PRESS FAULT FOR FAULT FINDING

DATA CHECKING PROCESS

Power & Control Connectivity Of

Alternator With ERRU

U

V

W

F- F+

From the Alternator,

connect U, V, W and Field

connections as F+ & F-

DC-

DC+

Coach Load

DC+ & DC-

Terminals

B+

Battery +ve

Terminal

CIP Connector

KEYBOARD

The Keyboard consists of four function keys and three

other keys for parameter setting.

Live Data:

Pressing this key displays the information of on line non-

cumulative data.

Cumulative:

Pressing this key displays the information of on line

cumulative data.

Fault:

Pressing this key displays the information of the faults

which have occurred in the system.

Set Data:

Pressing this key displays the information of the setting

parameters for the Electronic Regulator.

The other three keys are UP, DN & ENTER are

used for incrementing, decrementing of different

parameter set limits and to store them in a

nonvolatile memory.

There are 8 LED annunciations to alert the user about

the system status on line

LED NOMENCLATURE

Health: This green LED gives the health of Universal

Voltage Controller of the Electronic Regulator cum

Rectifier Unit. It is off whenever there is any problem in

the UVC.

OV Volt:

As soon as the terminal voltage goes beyond 142 Volts

by anyhow, this RED led gives an indication that over

voltage occurred. Once this LED glows it will remain

latched unless and until the system is reset.

LED NOMENCLATURE

Health:

This green LED gives the health of Universal Voltage

Controller of the Electronic Regulator cum Rectifier

Unit. It is off whenever there is any problem in the

UVC.

Alt Fail:

When the Alternator is moving above 600 RPM, but

the Alternator generated voltage is less than 110 Volts,

in such a condition it is assumed that the Alternator has

some problems, as it is not able to generate the

sufficient voltage.

This condition is considered to be the Failure of the

alternator and the RED LED glows to indicate

Alternator failure.

Bat Dis:

This red LED glows when the Battery is in the

discharging mode. Alternatively, it remains OFF during

the charge condition of the battery. In addition the normal

display gets automatically changes in accordance of

battery charging or discharging mode.

BAT CHG:

This GREEN LED glows only when the Battery is in the

charging mode. Alternatively, it remains OFF during the

discharge condition of the battery. In addition the normal

display gets automatically changes in accordance of

battery charging or discharging mode.

OV LOAD:

Over Load or Short Circuit condition is indicated by the

OL / SC FAULT LED.

Fuse Fail:

If any one or both the main fuses in the U & V phase

line fails due to any abnormal condition or the Field

Fuse is blown off, the FUSE

Fail Red Led glows to indicate the fuse failure. This

though does not affect the performance of UVC; what

for UVC health remains unchanged.

Bat Low:

As soon as the terminal voltage goes below 102V this

RED Led glows to give an indication that battery

voltage has dropped below 102V.

The ERRU is ‘maintenance free’ equipment. Visual check

for mounting and external damages.

Weekly Maintenance:

During maintenance, check the various fuses for two

phases from alternator and the field fuse.

Check the power cable connections with load, battery

as well as with the alternator on the control-wiring box

of ERRU box.

Check the 12-core 1:1 cable continuity between

ERRUs and CIP.

MAINTAINENCE

Quarterly Maintenance:

Check all the wirings inside the ERRU box once in

three months of work.

Check the tightness of the various modules attached

with the ERRU box.

S.

NOItem Description

Quantity

/ ERRU

1 UVC Box 1

2 CIP(Coach indication panel) 1

3 Control Card 1

4

Power Control Module

(Comes with IGBTs, Field Rectifiers, Snubbers &

Field Current Sensors in one Integrated Module

fully assembled)

1

S.

NOItem Description

Quantity

/ ERRU

5 Power Diode Module 3

6Current Sensors

( or Load Current)2

7Communication Couplers with 17 meters for NPP

side & 14 Meters for PP side 12-core wire fully

assembled

2

S.

NO

Symptoms

observed

Probable

defects in

the system

Remedy / Remarks

1The system not

working

Power cable

faulty

Check the continuity of

power cables and replace if

necessary.

2UVC not

working.

Power

supply

failure

Connect the battery and

check the faults on LCD

input at UVC box.

3.

Alternator

unable to

generate power.

Control

wiring faulty

Check the continuity of the

control wiring from ERRU

box to alternator.

S.

NOSymptoms

observed

Probable

defects in

the system

Remedy / Remarks

3 Alternator

unable to

generate

power.

Main fuse

failure

Check and replace (if blown) the

ac phase fuses.

Field fuse

fail

Check and replace (if blown) the

field fuse.

4 Reduced

alternator

generation

Voltage

setting

changed.

Check the actual set voltage using

the keyboard in the SETTINGS

menu.

System in

current

control

mode.

Check the current limit settings

(total & battery charging current

limits) and the actual loads from

the display to ensure whether the

system is in current limiting mode.

Over Voltage:

The Over Voltage fault can be re-setted by pressing the

Over Voltage Reset Buttons on CIP for individual

ERRUs (PP & NPP).

Over Load / Short circuit:

It indicates that the system is getting overloaded. In such

case to return to normal working condition, the load

should be decreased otherwise the ERRU will continue

running in reduced voltage regulation mode than its

normal regulation voltage.

PROBLEMS INDICATED BY LEDs

Fuse Fail:

In case of Main Fuse (any of two) or Field Fuse failure

the LCD of CIP and ERRU gives the message. Replace

the blown fuses.

Alternator Failure:

In some cases of alternator failure (other than

mechanical) the ERRU shows the fault message.

Recharge the alternator or replace.

UVC health: Replace UVC in case of this LED glows.

Connect all the terminals strictly as directed in the

OEM’s manual.

Connect Battery before starting test and see the

healthiness of UVC on keyboard display and LED.

Check the setting parameters before starting the test.

Parameters are loaded by default. If required these

can be changed as desired within certain predefined

limits.

Avoid running the ERRU at zero load. Please

connect at least base load corresponding to ERRU

capacity if testing without battery.

Vary the RPM gradually from 0 RPM to 2500 RPM.

Do not test the 25 KW ERRU without connecting the

battery while installed in the coach.

Always switch on the battery first, verify the

communication with CIP. Ensure the proper parameter

settings through the display panel and the proper load

connections before starting the test.

Never apply the field fuse when alternator is running

at a speed more than 400 RPM.

Never change the Rotary Power Changeover of the

coach (ALT1, ALT2, BAT) when the alternators are

moving and the ERRUs are in function.

The Rotary Changeover switch can be changed only at

the time of fault or emergency and only when the

alternators are not moving (train is stationary).

Do not touch the live parts inside the ERRU while

running.

Do not touch the IGBTs with naked hands.

Do not start the alternator through prime mover if

ERRU is not connected with battery.

Do not charge the battery by any external source if its

voltage is more than 140 Volts. This will trip the

ERRU in over voltage latched condition.

Phase II – Module No. STC-GS-1

The brushless alternator with the help of rectifier cum

regulator unit (RRU/ERRU) is capable of developing

voltage from minimum speed to maximum speed.

One unit of 4.5 kW brush less alternator is used in

non AC (train lighting coaches) self generating

coaches.

2 units of 25 kW brush less alternators in parallel

with RRU/ERRU, battery, are used on self

generating AC coaches.

Ratings in use (at dc output terminals)

3 kW for MG TL coaches.

4.5 kW, 110/120 V DC, 38 A for TL coaches.

12 kW, 110/130 V DC for MG AC coaches and Jan

shatabdi.

25 kW, 110/130 V, 193 A for under slung and

RMPU type AC coaches

Specification no. Equipment

RDSO/PE/SPEC/TL/0054-2003

Rev 0 Amdt 1&2

3 & 4.5 kW, 110 V

brushless alternator

RDSO/PE/SPEC/AC/0056 -2014,

Rev 125 kW alternator

EL/TL-41/A 12 kW alternator

Quantity

• TL coaches - 1 set/coach

• All AC coaches except FAC - 2 sets/coach

• FAC - 1 set/coach (being increased to 2 sets/coach)

Used for charging battery set of coach at nominal 110

V and catering AC and TL load of the coach.

RRU/ERRU used for

• Rectify ac output of alternator

• Regulate output of alternator

• Prevent reverse flow of current from battery

Alternator Part I Part II

4.5 kW KEL Kundra Star Electric Company

SIL PD Steel

HMTD Kapsons

Presstech

Best & Crompton

IC Electrical

Alternator Part I Part II

25 kW KEL Kundra Best & Crompton

SIL PD Steels

HMTD

Presstech

BHEL

IC Electrical* * Not for RRU

Hetro polar, inductor and self exciting type having no

windings on rotor

Suitable for bi-directional generation

Operating condition -5 to 55 0C and 100% RH

Bogie transom mounted

Universal applicability

Able to operate without battery

Rotor shaft made of EN 24 (hardened and tempered)

Coach wheel Dia: New/fully worn -915/813 mm

Rotor and Alternator pulleys dynamically balanced

Finished shafts to be 100% ultra sonic tested

I/P & O/P sockets terminated on separate terminal

posts.

RRU is magnetic amplifier type field excitation control.

Insulated cleat provided on frame to support cables

Dual coated enameled winding wires and VPI adopted

Winding star connected (formed in stator overhung)

RRU has un-controlled, 3 phase full wave rectifier

RRU regulate O/P voltage at all speeds 800-2500 RPM

and at all loads from 10 A-rated current

Universal RRU when used with other make Alternator

MFO permitted tolerance of +- 50 RPM

Sr .no of Alternator: Ist two digits-Yr of mfr, Next two

digits- month of mfr & No. of m/c manufactured in

month.

Each alternator set comprises of

• 1 TL/AC alternator with 1/2 V grooved pulleys

• Safety chains 2 for 4.5 kW/ 3 for 25 kW

• 1 RRU/ERRU

• Belt tensioning device complete

• Axle pulley complete with rubber pad and

hardware

• Suspension pin complete with hardware

• Crimping type sockets for Alternator and

RRU/ERRU

• Maintenance manual

Items procured separately

• V belts 4 (TL), 6+6 (AC)

• Nylon suspension bushes 2/set

Cut-in speed:

Alternator speed in RPM at which rectified output is

110 V at no load.

Min speed for full output (MFO):

Min Alternator speed in RPM at which it gives rated

O/P current at rated V.

Voltage and Current detector:

Device to limit voltage and current of alternator to pre-

set values.

25 kW AC coach

alternator

4.5 kW TL Coach

alternator

Wound stator with field coil

Rotor shaft with lamination

End shield (Driving End)

End shield (Non Driving End)

Bearing (NU311,Driving End)

Bearing (6309, Non Driving End)

Safety Chains

Lock nut

Lock Washer

Alternator Pulley 4 – V groove

Cast Nylon bush

Bearing cover

Shaft key

Castle nut

Split pin

Suspension pin

1. STATOR

2. NORTH POLE

3. SOUTH POLE

4. FIELD COIL

5. FIELD COIL

6. ARMATURE

WINDING SLOTS

7. ROTOR

Cut in Speed – 350 ± 50 r.p.m.

MFO (Min. speed for Full output) - 550 ± 50 r.p.m.

Working Speed – 2500 r.p.m.

Voltage setting at 1500 r.p.m at 19 Amps – 128.5 ± 0.5

Volt DC

Over Voltage Protection Setting – 145 ± 1 Volt DC

Current Setting – 37.5 Amps

Current limiting – 37.5 + 15% of rated load (amps)

Modified Nylon bush arrangement issued vide RDSO

letter no EL/1.6.9.15 Dt. 28.12.2012

Both windings (AC & Field) accommodated in Stator.

AC windings distributed in small slots.

Field winding concentrated in two slots and each coil spans, half

the total no. of slots.

Rotor consists of stacked stampings like cogged wheel having

teeth and slots uniformly distributed on surface skewing rotor

axis.

Principle of working

Core of stator (completely embraced by field coils) retain

residual magnetism, if excited once by battery.

Flux produced by field coils find its path through rotor.

On rotation, rotor offers varying reluctance path for the field

flux.

Varying field flux induces alternating voltage in AC coils.

Frequency depend on speed and magnitude on speed and level of

excitation.

Circuit diagram

Functions

Rectification of 3 phase AC output of alternator

using full wave rectifier bridge.

Regulation of voltage at set value.

Regulating output current at set value.

Components

3 ph full wave rectifier (Diode D1 to D6) with heat

sinks.

1 ph full wave rectifier (Diode D16 & D17) on heat

sink along with free wheeling diode D18.

Sensing diodes (D19 & D20) for current/voltage

setting with zener diode Z1.

Full wave rectifier

DE- NU-311

NDE 6309

4.5 kW

• Drive end: NU-311 (Cylindrical)

• Non drive end: 6309 (Deep groove ball)

25 kW

• Terminal end NU-312 (cylindrical)

• Other end 7312 (angular contact ball)

L 10 life 16 million km at 1500 RPM

Make : SKF/FAG

Feature 4.5 kW 25 kW

Rating 120 V, 37.5 Amp 130 V, 193 Amp

Factory set at (1500 RPM) 128.5V at 1/2 load 128 V at 1/2 load

Efficiency 70% at full load

and 1800 RPM

80 % at full load

and 1800 RPM

Min. RPM for 2V ac r.m.s. 300 NM

Field winding resistance 4.5+/- 0.5 Ω 8.5+/-1.5 Ω

Stator winding resistance

(phase to phase)

0.4+/- 0.05 Ω 0.045+/-0.01 Ω

Suspension pin dia 31.75+0/-0.10 mm 35.0 +0.2/-0.3 mm

Feature 4.5 kW 25 kW

Insulation class F H

Ripple content (max) 5% 3%

Alt pulley width 110.5+/-1.5 mm 200+/- 1 mm

Axle pulley width 110.5+/-1.5 mm 210+/- 1 mm

Cut in speed (min)* 357 RPM 400 RPM

MFO (max)* 600 RPM 800 RPM

Alt pulley groove angle 34+/-0.5 0 36+/-0.5 0

Axle pulley groove angle 38+/-0.5 0 38 +/- 0.5 0

* With new wheel dia (915 mm)

Feature 4.5 kW 25 kW

Tensioning device working length 310 mm 295 mm

Distance of axle pulley from

wheel hub

140+-1 mm 228+/-0.5 mm

Weight (max) NM < 525 kg

Current limit set between 228 & 232 A

Voltage not to dip <120 V at 225 A

Mating of Alt pulley with shaft > 80 %

Free hanging clearance from RL 178 mm

O/P V tolerance (10 A to full load) +- 4%

Feature 4.5 kW 25 kW

I limiting by potentiometer 228-232 A

Voltage not to dip below 120 V at 225 A

Max V set through potentiometer 140 V at 800 rpm on

10 A load

Max I set through potentiometer 232 A

Bearing L10 life > 16 million km at

1500 RPM

Bearing re-greasing interval >30 M or 6 lac km

OVR set at 145+- 1 V

Size of rotor (D * L)

No of teeth (slot) on rotor 8 12

Sr SMI/MS N0 Description Reference

1 AC/SMI/9

Instruction for re-assembly of

NH type bearing of 18 kW

KEL make alternator during

POH

EL/7.1.21/K

Dt. 03.7.1991

2

RDSO/PE/SMI/

AC/ALT/0002

98(Rev.0)

Fits and limits on bearings of

alternators and motors used on

AC coaches.

EL/7.1.38/1

Dt. 20.01.99

3

RDSO/PE/SMI/

AC/ALT/0003,

98(Rev.0)

Procedure for measuring

bearing clearance of a free

bearing.

EL/7.1.38/1

Dt. 20.01.99

Sr SMI/MS N0 Description Reference

4 RDSO/PE/SM/

AC/ALT/0004

–98(Rev.0)

Condition monitoring of

bearings.

EL/7.1.38/1

Dt. 20.01.99

5 RDSO/PE/SMI/

AC/ALT/0005–

98(Rev.0)

Fitment of outer race of

bearings in the housing.

EL/7.1.38/1

Dt. 20.01.99

6 RDSO/PE/SM/

AC/ALT/0006–

98(Rev.0)

Testing and checking of new

bearings for alternators and

motors of AC coaches.

EL/7.1.38/1

Dt. 20.01.99

7 RDSO/PE/SM/

AC/ALT/0007–

98(Rev.0)

Guidelines to identify genuine

and spurious/reconditioned

bearings.

EL/7.1.38/1

Dt. 20.01.99

Sr SMI/MS N0 Description Reference

8

RDSO/PE/SM/

TL/ /0003-99

(REV.`0’)

Proper mounting ,maintenance

and handling of power and

field diodes provided in RRU

April 1999

9

RDSO/PE/SMI/

AC/0018–99

(Rev.0)

Proper load sharing in AC

coaches.

EL/7.1.38/1

05.02.1999

10

RDSO/PE/SMI/

AC/0019 –2002

(Rev. '0')

Testing procedure for proper

working of OV protection

provided in 25 kW alternator.

EL/7.1.38/1

11

RDSO/PE/SMI/

TL/026 2003

(REV.`0’)

SMI for checking shaft of TL

alternatorOct. 2003

Sr SMI/MS N0 Description Reference

12RDSO/PE/SMI/AC/

0033-2006 (Rev. 0)

Protection of Lead wire

of TL & AC Alternator

EL/1.6.9.15 dt.

20.06.2006

13RDSO/PE/SMI/TL/0

045-12(Rev-0)

For 4.5/25 kW

RRU/ERRU voltage

setting on TL and AC

Coaches

June-2012

14RDSO/PE/SPEC/TL

/0175-2012 (Rev-0)

Guideline to use standby

circuit in ERRUAug-2012

15RDSO/PE/MS/TL/0

020-2003 (Rev. '0')

Provision of modified

terminal box cover for

4.5 kW 110 V TL

Alternator

EL/1.6.9.15

20.02.2003

Sr SMI/MS N0 Description Reference

16RDSO/PE/MS/TL/0

021-2004 (Rev. '1')

Provision of OV protection

in RRU of alternator used in

SG AC coaches.

EL/1.6.9.15

19.08.2004

17RDSO/PE/MS/TL/0

024-2003 (Rev. '0')

Provision of modified

terminal board assembly in

4.5/18/25 kW alternators.

EL/1.6.9.15

31.07.2003

18RDSO/PE/MS/TL/0

033-2004 (Rev. '0')

Provision of filter circuit in

RRU of 4.5 kW alternators

used in TL coaches.

EL/1.6.9.15

18.08.2004

19 RDSO/AC/MS/22

Modification to cable layout

from 18 kW alternator

terminals to junction box of

AC coaches.

EL/7.1.21/K

dt. 4.7.91

Sr. SMI/MS N0 Description Reference

20 RDSO/AC/MS/24

Procedure for brazing

winding wire with flexible

lead wire on alternators.

EL/7.1.21/K

17.12.91

21

RDSO/PE/MS/TL

/ 0002 – 99

(REV.0)

Arrangement for anchoring

of outgoing cables from

alternator TB/box to RRU

TB and UF TB of TL

alternators

EL/1.6.9.15

dt.15.02.1999

22RDSO/PE/G/0002

-2005 (Rev. 0)

Guideline for rewinding of

TL/AC Alternator

EL/7.1.38/1

Aug. 2005

Sr. SMI/MS N0 Description Reference

23

RDSO/PE/MS/A

C/ 0034-2005

(Rev. 0)

For protection of lead wire

in 4.5 /25 kW Alternator

EL/7.1.38/1

23.08.2005

Measurement of winding resistances

By suitable resistance measuring device at ambient temp.

R20 averaged for 5 m/cs. Not to vary by more than ±7% of

declared value.

Temperature rise test

Alternator run at Irated and 2500 rpm and repeated at MFO.

Forced air-cooling 6 & 4 m/sec for alternator and RRU

respectively. Temperature rise by resistance method above

ambient of 550 not to exceed specified value.

IR Test

Measured before and after HV test between all terminals

shorted together and body with 500 V dc megger. Value

to be > 20 Mῼ.

HV Test

Immediately after temp rise test 1500 ac rms 50 hz

(gradually increased from 500 V) applied all shorted

external terminals and frame for 1 min. For acceptance

duration 5 sec and without temp rise test. ILeakage < 30 mA.

Open Circuit Test

Alternator run at minimum 5 speeds

(500,900,1500,1800, 2500) with field separately excited.

O/P voltage vs field excitation curves are plotted.

Load test

Conducted with resistance load and or with battery.

All characteristic tests done at 129 V, 96.5 A at 1500

rpm. (for 25 kW) Test consists of , No load test,

speed vs O/P, and Current vs V test.

No load test

Conducted at base load of 10 A. DC O/P voltage recorded

at MFO,1500,1800 and 2500 rpm and variation not to

exceed 4% of pre set voltage.

Speed vs O/P voltage

Done at full rated and half rated current at speeds from

MFO to max speed. V not to vary ±4% of pre set value.

Current vs voltage

Done at 1800 rpm. I varied from 10 to 193 A, keeping

speed constant. V not to vary ± 4%.

Current limiting characteristic test

Done after I vs V test. Point when , current doesn't

increase even with load increase. Not to exceed 230 A.

Mechanical over speed and induced voltage test

Done just after temp rise or load test. Alternator run for 2

minutes in each direction with Open Circuit stator

winding and separate excitation at cut-in speed level at

speed of 3035 rpm.

Short circuit test

Done on cold m/c. O/P terminals short circuited with an

ammeter and excitation adjusted to achieve 25, 50, 75 and

100% full load. Curves plotted for various speeds.

Parallel operation

Done at 800,1800 and 2500 at 25,50 and 100% load.

Difference not to exceed 30 A.

OV protection:

Time delay of 3 seconds. Set at specified voltage for

different make.

Surge protection test:

At 1800 rpm, full thrown off and O/P voltage rise recorded.

Again full load leaving 10 A resistive load thrown off and V

not to rise > 400 V and should drop to normal in 5 seconds.

Efficiency test:

Efficiency at 1800 rpm to be >80%. Speed vs efficiency curves

at rated load.

Environmental tests:

Done on RRU only. Temp rise (dry and damp heat), in

corrosive atmosphere, combined dust humidity and heat and

vibration and shock test.

Hose proof test:

For RRU, IP 55S of IS 4691-85

Special tests

• Ripple content not to exceed 3%. (Vmax-

Vmin)/(Vmax-Vmin)*100 %

• Mating of pulley with shaft: Done using plug and ring

gauges and prussian blue and media

• Shorting of power diode: At 1800 rpm and full load

for 2”.

• OC power diode

• Junction temp of semi conductors

• Dynamic balancing of rotor and pulleys

• MFO at cold and hot condition

• MHO measurement

Fire retardant test for terminal board

Tightening of alternating pulley with 30 kg-m torque

by torque wrench.

Heat the bearing by the induction heater during

fitment.

Use proper grade of grease as per manufacture

recommendations.

Quantity of grease to be used:

Ball Bearing 6309 -13 gms (approx)

Roller Bearing NU 311-20 gms (approx)

Fuse wire instead of fuse link.

Over tightening of diodes.

Less size of lead wire.

Hammer on pulley during removal.

Over tight the alternator pulley.

Heat the bearing more than 100oC.

Put extra grease in bearing.

Use less than 80% mating surface alternator pulley.

Use alternator pulley if V groove shine/0.5mm wall

are worn out.

Locking of alternator suspension hanger pin.

Alignment of alternator pulley with axle pulley.

Use same grade of V belts.

Check belt tension as per RDSO recommendation-4

kg weight, sag-14 mm. (max)

Tightening axle pulley with 30 kg-m torque and gap

between hub 3mm.±0.5mm.

Check any damage or worn out part.

Check fitment of safety chain with alternator & bogie.

OVP is a protective relay used to protect the

electrical equipment from over voltages in

coaches.

Over voltages are voltages that exceed the normal values.

These normal values determine the insulation, which is

designed and tested according to the appropriate

regulations.

The degree of insulation varies depending on the type of

electrical equipment.

Over voltage generation may cause failure of lights & fans

and may lead to smoke emission in some cases.

Control winding of Magnetic Amplifier(MA) in RRU

getting open ckt.

Failure of Zener Diode in voltage detector.

Opening of resistances/potentiometer in the control unit.

Failure of control rectifier diodes (D5,D6,D7).

Opening of field diode or free wheeling diode.

It is a safety device.

It protects the coach from over voltage generation if

control circuit failed in RRU/ERRU.

It is of two types:

1)series type

2) shunt type

OVP

OVP

It stops the generation incase of any fault in the voltage

control ckt of RRU/ERRU

If the voltage goes beyond 142volts dc for more than 3

seconds the OVP circuit immediately reduces the field

current and latches the output voltage at less than 90

volts.(in shunt type OVP)

The latching remains even without battery

OVP sensing the output voltage, and fed to a comparator,

electronic relay and a delay circuit. When the voltage

exceeds the set value, the delay circuit switches ON and

the comparator gives a pulse to an electronic relay

connected in series with the field circuit.(in series type)

The opening o f the electronic relay stops the generation,

After a preset delay time the signal is latched and the field

current will not be allowed.

As and when the fault is removed from the circuit the OVP

automatically isolates it self or the latching can be

removed through a reset switch provided in the circuit.

• It is used to know the working condition of OVP on train.

OVP

MAKEDC+ DC- F+ F- U V

Tripping

VoltageRemarks

KEL 7 8 19 20 - - 150V DC

Connect loop

wire between 8

& 13 of OVP

SIL,STS&

ICECPLDC+ DC- F+ F- - -

116/119V

AC

Connect loop

between

DC +ve to U

Best&

CromptonB+ B- F+ F- AC1 AC2

140±1V

DC-

KAPSON DC+ DC- F+ F- U V143-144V

DC-

HMTD B+ B- 2 F2 - -150V

DC

Connect loop

between

DC + ve to 10

PRESSTE

CHDC+ DC- F+ F- U V

146 V

DC-

OVP

MAKEDC+ DC- F+ F- U V

Tripping

VoltageRemarks

KEL 7 8 15B 15R 13 14 150V DC

Connect loop wire

between 8 & 13 of

OVP

SIL DC+ DC- F+ F- - - 150V DC

Connect loop

between

DC +ve to V+

STESALIT DC+ DC- F+ F- - - 123V AC

Connect loop

between

DC +ve to U

ICECPL DC+ DC- F+ F- - -116-

119V AC

Connect loop

between

DC +ve to U

OVP

MAKEDC+ DC- F+ F- U V

Tripping

VoltageRemarks

Best&

CromptonB+ B- F+ F- AC1 AC2 145±1V DC -

BHELEML 7 8 15R 15B 13 14 145V DC -

HMTD B+ B- 2 2 - - 150V DC -

PIPL DC+ DC- W W1 U V 150 V DC -

1. Disconnect all terminal

wires at OVP.

2. Connect the OVP Test Kit

wires to corresponding

OVP terminals as per

SMI-0047-2013 (Rev.0).

3. Connect 110V DC

supply to Testing Kit.

4. Switch “ON” the input

supply ( Keep the Variac

position at minimum).

5. Increase the Variac

gradually to trip the

OVP.

6. Note the AC and DC

voltage reading at the

time of OVP tripping.

7. Finally decrease the

voltage with Variac and

switch “off” the supply

of testing kit.

8. Reset the OVP by

pressing the Reset button.

9. Reconnect the wires of

OVP by disconnecting the

Test kit wires.

Reasons for not working of OVP:

o Terminal connection of OVP are not connected properly.

o Incoming supply AC/DC to the OVP may not be

available.

o Relay used in the OVP circuit may be faulty.

o Electronic circuit used in the OVP may be faulty.

o Reset push button may be defective.

o Free wheeling diode of RRU may be defective.

It leads to over generation/low generation (80-90volts).

Causing lights and fans may burnt/dim.

Cells may over charge causing cell burst/internal short

ckt/under charge due to low generation.

Insulation damage, joints may lead to earth leakage.

There is a chance to broke fire.

Note: Check the OVP once in every 3 months on train.

Battery consists of two or more

cells electrically connected.

Cell is a device that converts the

Chemical energy into electrical

energy by means of an

electrochemical reaction.

Battery Classification

Primary(Use and throw)

Alkaline Acid

Secondary(Rechargeable)

Battery

Negative electrode - Spongy lead (Pb)

Positive electrode - Lead dioxide (PbO2)

Electrolyte - Dilute Sulphuric acid (H2SO4)

Separator - Glass or plastic

Jar/container - Hard Rubber or Plastic

Battery Components in Lead Acid Battery

1. Series Connection

• Positive terminal of one cell is connected to the negative

terminal of another cell

• Increasing the overall voltage but the overall capacity remains

the same.

2 . Parallel Connections

• Like terminals of all cells connected together

• The overall voltage remains same but capacity will be increased

Battery Connections

Battery Capacity

Amount of charge available when battery is discharged at a

specific rate specified in Ampere-hours (Ah).

Measurement…

Battery terminal voltage under discharge under standard

conditions of 27ºC

Example:

A 2.0V Lead-acid battery rated for 200 Ah (for a 10-

hour rate) will deliver 20 amperes of current for 10 hours

under standard temperature before its terminal voltage

reaches specified value (for example 1.75V for VRLA or

1.85Vfor LMLA)

Battery capacity varies with the discharge rate.

Specific gravity of acid is the measure of its concentration

Indicates the state of charge of flooded cell but not the capacity

Specific gravity is measured by Hydro Meter

Cell open circuit voltage = Specific gravity + 0.845

Specific gravity varies with temperature

Higher Specific Gravity – More capacity but shorter life

Lower Specific Gravity - Less capacity but longer life

Where is this 2.0V coming from?

At the negative electrode

Discharge

Pb + H2SO4 PbSO4 +2H+ + 2e- E° = 0.356V

Charge

At the positive electrode

Discharge

PbO2 + 2H+ + H2SO4 +2e- PbSO4 + 2 H2O E° = 1.685V

Charge

Overall Reaction:

Discharge

PbO2 + Pb + 2 H2SO4 PbSO4 (+ve Plate) + PbSO4 (-ve Plate) + 2 H2O

Charge

E° = 2.041V

Flooded Lead-Acid Batteries

• Electrodes/plates are immersed in electrolyte

• Vented for gas escape

• Distilled water must be added occasionally

Sealed Lead-Acid Batteries

• No free electrolyte

• Oxygen recombination and hence water is retained

• Regulated vent to allow gases to escape at particular pressure

Flooded Vs Sealed Batteries

Recombination Reaction

At Positive Plate

H2O 2H+ + ½ O2 + 2e-

At Negative Plate

½ O2 + Pb PbO

PbO + H2SO4 + 2e- + 2H+ 2PbSO4 + 2H2O + Heat

Different types of Plates

Plante Flat grid Tubular

AGM (Absorbent Glass Mat)

SEPARATOR in VRLA CELLS

Conceptual View - Oxygen Recombination Process

Advantages:• No water Topping

• Office Friendly (No separate battery room required)

• Small Size

Disadvantage:• Sensitive to Operating temperature

ELECTROCHEMISTRY OF LEAD-ACID BATTERIES

PbO2 + 2H2SO4 + Pb >

2PbSO4 + 2H2O

2PbSO4 + 2H2O >

PbO2 + Pb + 2H2SO4

Discharge Charging

+Loading

PbSO4

PbO2

PbSO4

Pb

H2O

PbO2

PbSO4

H+

SO4

SO4

e - e

Charging

-

+ -

H 02

H+

-

H+

H2SO4

H2SO4

Pb

PbSO4

--

--

- SULPHURIC ACID

- WATER

-LEAD DIOXIDE ON +

-LEAD SULPHATE ON +

-SPONGE LEAD ON --LEAD SULPHATE ON-

Load

_+

MAX. H 2SO4

MIN. H2O

MAX. PbO2

MIN. PbSO4

MAX. Pb

MIN. PbSO4

LEAD - ACID BATTERY DISCHARGE

CHARGED DISCHARGEDDISCHARGING

Load

_+

MIN. H 2SO4

MAX. H2O

MIN. PbO2

MAX. PbSO4

MIN. Pb

MAX. PbSO4

- SULPHURIC ACID

- WATER

-LEAD DIOXIDE ON +

-LEAD SULPHATE ON +

-SPONGE LEAD ON -

-LEAD SULPHATE ON -

CHARGER

_+

MIN. H 2SO4

MAX. H2 O

MIN. PbO2

MAX. PbSO4

MIN. Pb

MAX. PbSO4

LEAD ACID BATTERY CHARGING

DISCHARGED CHARGEDCHARGING

CHARGER

_+

MAX. H 2SO4

MIN. H2 O

MAX. PbO2

MIN. PbSO4

MAX. Pb

MIN. PbSO4

SEALED 2V CELL

SEALED 12V BATTERY

INITIAL CHARGING

INITIAL FILLING AND CHARGING

CONNECTIONS

ACID FILLING AND LEVELLING

CHARGING

SPECIFIC GRAVITY CHECKING

LEVELLING DURING CHARGING

MIST DURING CHARGING

DRY CELL

WITHOUT ACIDAFTER REST

PERIOD

END OF

CHARGING

VOLTAGE BEFORE & AFTER

LMLA Battery ChargingWhen Charging Current (Amps) ECV at the

end of

100%

discharge

Specific Gravity

Initial % Final % Charging Full

Discharge

Initial Filling and charging

10% of rated Ah capacity tillvoltage reaches 2.4V

5% of rated Ah capacity from 2.4V till end of charge (2.6 to 2.7V)

1.85V Filling

1.22 ± 0.005

Fully charged

1.24 ± 0.005

1.17 ±0.02

Reading to be taken every 4 hours. Allow rest period during charging ifElectrolyte temperature exceeds 50ºC. Add electrolyte with initial fillingspecific gravity for topping up during initial charging only. Total mandatoryminimum charge input in Ah is 550% of rated battery Ah for cells with unformedplates (300% for partially formed plates)

Freshening charge:-

If cells are not commissioned after initial charging, the battery has to becharged for 6 hours at 5% of rated Ah capacity charging current.

If it is constant voltage charger, battery has to be charged @ 2.4V per cell for 24hours with 10% of rated Ah capacity charging current.

LMLA Battery Charging

Regular charging

• 2.4v per cell at a charging current of 5% of rated ah

• 110% of drained ah capacity should be put back after every

discharge to maintain battery healthiness

Equalizing charging

• Whenever voltage variation among cells ≥ 0.1v on float or on load

or specific gravity variation among cells ≥ 0.02

• Otherwise, once in three months

• Charge with 5% current till all cell voltages reach 2.6 to 2.7v.

correct sp.Gr. To 1.24 in all cells by adding di water

LMLA Battery Charging

Equalizing Charging (contd…)

• Minimum charge input (ah) during equalizing should be 50% of the

rated ah capacity

• If it is a constant voltage charger, increase the voltage to 2.55V per

cell, charge for 16 hours at a current setting of 10% of rated ah

capacity

Recommendation

• If voltage variation or specific gravity variation beyond specified

limits persist even after equalizing, replace particular cells.

• They need to be tested and revived separately.

MAINTENANCE

• LMLA batteries are widely preferred as

maximum life can be obtained from the battery

with little maintenance.

• At the same time, they can suffer from premature

death if not given proper attention for periodic

maintenance.

• Proper initial charging, correct specific gravity and

correct quantity of acid are very important for little

maintenance later.

• Records of initial load test is very important to verify the

performance of batteries later and will help in identifying

reasons for failure later, if any.

Recommendations

• Contaminated acid

• Wrong specific gravity of acid

• Insufficient acid quantity

• Reverse connections while charging

• Incomplete charging

• Loose terminal connections or over tightening.

• Cells left with dummy vent plugs.

• Damaged cells installed leading to electrolyte leak.

What can go wrong during Initial

Charging?

• Wrong cable size between charger and battery

• Improper connector sizes between cells

• Wrong charger voltage settings

• Insufficient acid quantity

• Adding acid instead of DI water

• Leaving vent hole and level indicator hole open

• Insufficient or overcharging

• High room temperature

• Wrong calibration of measuring instruments

What can go wrong in operation?

Routine Maintenance - Monthly

Check for dust accumulation around all connections – from input

cable till the last cell in the battery bank – and clean the dust

Check for any corroded bolts / cable lugs / connectors – Clean /

replace them – apply petroleum jelly

Check and clean dusted vent plugs and refit properly

Check and replace any broken cell as any acid leak will damage the

battery stand

Identify one pilot cell for every six cells in the battery

Check and record Float Voltage of pilot cells and verify if it is as per

recommendations given in manual

Apply site load and measure on load voltages of pilot cells after 15

minutes on load

Routine Maintenance – Half yearly

• Verify monthly maintenance records and ensure all

mandatory checks are carried out and are in order

• Check the level of electrolyte in each cell and top up with

distilled water to maintain level within the marks

• Check for proper functioning of measuring instruments –

multimeter / ammeter / voltmeter – recalibrate if necessary

• Check float voltage and electrolyte specific gravity of each

cell and verify the State of Charge(SOC) of each cell

• Give equalizing charge as recommended in the manual

• Replace any broken vent plug or float guide

Routine Maintenance - Annually

• Clean all cells for dust and acid mist

• Clean all vent plugs for removing accumulated dust

• Clean / replace corroded connecting parts

• Ensure full state of charge of battery

• Conduct load test up to 80% depth of discharge of battery

• Level the electrolyte and conduct equalizing charge as given

in the manual

• Check charger settings for correctness of voltage and

current as recommended in the manual

&

Improper terminal tightening X

Proper Terminal Tightening

Lid Damages Not Allowed

ADDING ACID DURING CHARGING

DAMAGED VENT PLUGS

OPERATING WITH LOW ACID LEVEL

OPERATING WITH CORRECT ACID LEVEL

Varying Acid Levels in Same Battery

OVERTIGHTENING OF TERMINALS

This video can also be viewed on Youtube CAMTECH

Gwalior videos or following link:

https://www.youtube.com/watch?v=leUkuod-v0s

CAMTECH, Gwalior has prepared a video film on

“Maintenance of LMLA batteries used in TL

Coaches”

This video is available on internet at RDSO

Directorates CAMTECH Publications for

download Electrical 2015-16

Endless V-belts (multiple drive) are used for transmission of

mechanical power from the coach axle to the alternator which

supplies power to the train-lighting and air conditioning loads

in Railway coaches.

The reliability of the V-belt is essential to ensure that there is

no breakdown in the passenger amenities, viz. lighting, air

conditioning and air circulation devices i.e. fans in the

railway coaches.

Railways are using C-122/3155 Lp V-belts.

RDSO has also issued specification no.

RDSO/PE/SPEC/AC/00160-2014 (Rev. 1) for long life V

belts with ‘Aramid’ cord which are under trial.

A drive which consists of one or more V-belts

mounted on grooved pulleys.

The profiles of the belts and the pulley grooves are

such that the belts come into contact with the sides of the pulley grooves only and not with the

base of the grooves.

a. V-belt Drive

A belt, the cross section of which is shaped roughly like

a trapezium. The latter is usually isosceles. On the cross-section the trapezium is outlined by the

base, sides and top of the belt.

b. V-Belt

Cross Section of V-Belt

W = Nominal top width of a V-belt

A = Angle of V-Belt

T = Nominal Height of a V-belt

Wp = Pitch width of a V-belt

c. Angle of V-Belt (A) The included angle obtained by extending the sides of the

belt.

d. Nominal Inside Length The approximate length along the inside of belt while is an

untensioned condition.

e. Nominal Height of a V-belt (T)

Height of the trapezium outlined on a cross section.

f. Nominal top width of a V-belt (W)

Top width of the trapezium outlined on a cross-section.

g. Pitch width of a V-belt (Wp)

The width of the belt at its pitch zone. The width remains

unchanged when the belt is bent perpendicularly to its

base. This is a basic dimension of standardization for the

belt and for the corresponding pulley groove, considered

as a whole.

h. Effective belt length (under specified tension)

The sum of the effective circumference of one of the

measuring pulleys and twice the distance between pulley

centres.

j. Pulley pitch diameter (dp)

The diameter of the pulley measured at the groove pitch

width and represents the effective diameter of the pulley.

k. Matched Set

A set of selected number of belts, the lengths of which are

within the specified limits enabling them to be used

together on a multiple V-belt drive.

i. Pulley groove pitch width (Wp)

That width of the pulley groove which is dimensionally

the same as the pitch width of the belt associated with

the pulley.

The C-122/3155 Lp endless V-belts of isosceles trapezoidal

cross section consist of a combination of elastomeric compound(s) with polyster cord reinforcement and outside polycot fabric coated with polychloroprene, the whole is

moulded together in a uniform manner and shaped in accordance

with the belt manufacturing practice.

Constructional cross sectional view of C-122 V-Belt

V-belt base material has the following properties:

Parameters Requirement

Hardness, IRHD 82 ± 4

Tensile strenth, Kg/sq cm 100 min.

Elongation at break, % 150.min.

The finished belting has the following physical properties:

Elongation on a length of 200mm between reference lines.

Maximum percentage elongation

at load of 300kgf shall be 3% and

upto break 15%

Breaking strength 1150 Kgs (Min.)

Tension during actual conditions:

Maximum permissible tension during

running operating100 kgs.

Maximum static tension per belt (Kg)29.5 Kg for 25 kW

26.5 Kg for 4.5 kW

Service correction factor 1.6

Length correction factor 0.97

Correction factor for arc of contact 0.94

Cross section of the endless V-belt in ‘C’ section is as shown

below with the nominal top, width and thickness in mm for C-

122/3155 Lp as indicated.

Nominal top width W = 22 0.5mm

Nominal thickness T = 14 0.5 mm

Angle = 40 degrees

L = 2C + 1.57 (D+d) + (D-d)²

4 C

Where,

L = pitch length of the belt

C = centre distance of the drive

D = pitch diameter of larger pulley, and

d = pitch diameter of smaller pulley

The pitch lengths of belts corresponding to given pulley pitch

diameters and centre distances may be obtained by the

following formula :

If the actual pitch length of the belt is equal to

nominal pitch length ± 1.0 mm, the belt is given

the code number as 50.

A deviation of 2.0 mm in length is represented by

one unit and the code number increases or

decreases as the length is more or less.

In order to avoid unequal distribution of load, the

belts running on a multiple V-belt drive should be

matched sets.

The belts of the same nominal pitch length matched to

the same grading number only shall be used for a

particular set.

The belts are kept/supplied in the matched set tied

together consisting of 12 or 4 belts as per requirement

with grade between 48 to 52 only.

The v-belts confirming are marked legibly and

durably on the top surface with the symbol indicating

the belt cross-section, the nominal pitch length in mm,

grading number (length-code), year of manufacture

and manufacturer’s name or trade mark.

Belt shall be checked for any deformity, bulging,

waviness, cracks blemishes, unevenness etc..

The pitch length of the belts shall be checked as

mentioned earlier.

The angle of V-Belt shall be checked with Profile

projector.

Along a straight portion of the

belt in an un-tensioned state, the

cross-section of the belt shall be

such that when placed in a gauge

as shown in given figure, it shall

not touch the bottom of the

gauge, the edges of the top width

‘s’ and ‘t’ shall not be higher

than the points ‘u’ and ‘v’ at the

top of the template and the

guiding mark ‘mn’ on the

template shall cut the whole

width of the belt in its upper half.

Note: The pitch width of the belt 19

mm, is the width of the gauge

at the level of this guiding mark

mn drawn on the gauge.

The V belts should be stored in a cool, dry and well

ventilated stock room away from direct sunlight, steam

pipes, oil & corrosive fumes, high voltage apparatus.

The ambient room temperature shall be preferably

below 30 degree C.

Belts should not be stored on the floor or near

windows, radiators or airflow from heaters.

Unfavorable storage conditions can lead to reduced belt

life and to variations in belt length. Following are the

important criteria for good storage.

Some fibres used in strength members of belts are

subject to shrinkage in storage, the amount depending

on the temperature, relative humidity, and storage time.

During storage avoid excess weight on and distortion

of belts.

The ideal means of storage is hanging on saddle type

pegs. When the longer belts hung on pegs should be

coiled so that the loops are not greater than

approximately 2500 mm in circumference.

Pegs should be crescent (semi-circular) shaped and

large enough to avoid compression set from corners or

from acute bends of the belt.

It should preferably, not be stored for more than one

year after the date of manufacture.

Ensure that issue of V belts is being done according to

FIFO (First in First out) policy.

S.No. Description Particulars

1. 25 KW Axle pulley –

Dia (pcd) 572.6 ± 0.4 mm

Width 200 ± 1 mm

2. 25 KW Alternator pulley

Dia(pcd) 200 ± 0.3 mm

Width 210 ± 1 mm

3. 12 KW Axle pulley

Dia (pcd) 415 ± 0.4 mm

Width 200 ± 1 mm

S.No. Description Particulars

4. 12 KW Alternator pulley

Dia (pcd) 160 ± 0.3 mm

Width 200 ± 1 mm

5. 4.5 KW Axle pulley

Dia (pcd) 572.6 ± 0.4 mm

Width 136.5 ± 1 mm

6. 4.5 KW Alternator pulley

Dia (pcd) 200 ± 0.3 mm

Width 136.5 ± 1 mm

i) 25 KW alternators are provided with double end

drive with six belts on either side.

ii) 12 KW alternators are provided with single end

drive with six belts.

iii) 4.5 KW alternators are provided with single ended

drive with four belts.

Phase –II- Module No. STC-GS-1

In order to check the new V-belts for proper fitment, gadgets

should be available at each depot/workshop for checking the

following:

• Pitch length of V belt

• Angle of V belt

• Section of V belt

Checking and testing of V- belts drive is essential to ensure

proper working of TL & AC alternators, reliable generation and

proper load sharing between two alternators in AC coaches.

(Ref: RDSO/PE/SMI/TL/0027-2004, Rev.’0’ and guidelines issued

vide RDSO letter no. EL/6.9.9 dated 23.05.2013 & EL/7.1.38/1

dated 20.01.2011)

Pitch length of all the belts shall be measured by pitch length

testing machine before providing the belts in the coaches.

Two or more makes of belts should not be used in a set.

Re-tension of newly fitted belts shall be done after 1st trip or 500

km run, whichever is convenient.

It should be ensured

that in case of 25 kW

alternator all the 12

belts and in case of 4.5

kW alternator all the 4

belts shall be of same

pitch length/Grade.

Checking of length is

important to judge whether

set is matched or not and all

belts are of same grading.

Gadget to check pitch length of V belt

Electronic grade testing (pitch length) machine

Nominal circumference of the pulley at pitch dia is 700 mm

Nominal pitch length of the belt is = 2C+700 mm

Along a straight portion of the belt in an un-tensioned state, the

cross-section shall be such that the edges of the broader (top)

side of the belt shall touch the sides of V-groove having an

included angle of 38 degree and the edges of the narrower

(bottom) side of the belt shall touch the sides of V-groove

having an included angle of 42 degree. The flanks of the belt

shall not touch the sides of the V-grooves.

Gauge for checking angle of V belt

Along a straight portion of the belt in an un-tensioned state, the

cross-section of the belt shall be such that when placed in a

gauge as shown in above figure , it shall not touch the bottom

of the gauge, the edges of the top width „s‟ and „t‟ shall not be

higher than the points „u‟ and „v‟ at the top of the template and

the guiding mark „mn‟ on the template shall cut the whole

width of the belt in its upper half.

Note: The pitch width of the

belt 19 mm, is the

width of the gauge at

the level of this

guiding mark mn

drawn on the gauge.

For effective power transmission from axle to alternator, health

of pulleys should be good.

Following Instructions to be followed during POH/IOH, “C”

schedule and maintenance at Workshops and coaching depots.

If bottom of the groove is

observed shining throughout

uniformly, the pulley should be

replaced.

The pulley groove walls should be examined for ovality with

the help of a steel scale. If the walls are worn out by more than

0.5 mm the pulley should be replaced.

Surface matching between pulley bore and shaft should not be

less than 80%.

The key in shaft should be fitted properly.

Worn key must be replaced by spare EN8 key. If matching of

80% is ensured then the chances of key failure are very less.

The angle of grooves should be checked by gauges.

If angle has increased, the pulley should be replaced. There are

different gauges for axle pulley and alternator pulley.

Gauge for checking

groove angle of

Alternator and Axle

pulley

Ensure gap between two halves

of axle pulley to 3.0 ± 0.5 mm

and tightening torque should be

upto 30 kg - mtr (maximum)

Checking of gap

between two halves

of Axle pulley

Replace rubber pads of axle

pulley 100%. Check rubber

quality in each lot from M&C lab.

Life of pulleys is approximately 4 years. Date of replacement

should be punched on it as well as the alternator number on

alternator pulley, as they are matched.

After removal of alternator for POH, gap between bogie

suspension brackets should be checked.

Excess gap between bogie bracket and alternator suspension

bracket will lead to misalignment of alternator.

After fitment of alternator in the bogie suspension bracket,

alignment of alternator and axle pulley should be checked.

It can be checked by cord which should touch 4 edges of both

pulleys simultaneously.

It can be checked by laser beam also. Beam from

alternator pulley groove center should fall in the

center of corresponding axle pulley groove.

Do not paint the pulleys after cleaning. It will affect

heat dissipation.

Do not use repaired pulleys.

Clean pulleys, they should not have any dirt/grime/oil

traces.

Replace pulleys if grooves are worn out by 0.8 mm

depression on sides or bottom of groove is uniformly

shining.

Ensure gap between two halves of axle pulley to 3.0 ±

0.5 mm and tightening torque should be upto 30 kg -

mtr (maximum).

Before commissioning of new belt tensioning device during

production of coaches, POH/ IOH or whenever spring or belt

tensioning device are replaced during normal maintenance, the

following instructions shall be followed.

It should be ensured that proper belt tensioning device with

spring as given below is provided.

Alternator

capacityDrawing No.

No. of turns

of spring

Dia. of

spring wire

25 kWROSO/PE/SK/AC/

0068- 2004 (Rev.0)11 16

4.5 kW SKEL 3940 14 14

Indication plate of belt tensioning device is cut to 250mm

irrespective of the kW rating of the alternator.

It is only to indicate that spring has to be changed if proper

tension with 4 kg weight test is not achieved.

Belt should be tightened to the maximum extent possible and

measurement of proper tension is to be done as under:

A weight of 4 kg should be hanged from the centre of the belt

span and see that the top surface of this belt does not go below

bottom surface of remaining belts.

Checking of V belt tension with 4 kg weight

For this following may be followed:

a. Insert steel scale of size 30cm as

shown and check that it is

passing easily between the V-

belts.

b. In case desired V-belt tension is

not achieved up to 250mm of

spring length, then tension rod

should be replaced.

Belt to be tightened till it reaches red mark

which may be confirmed by a 30cm steel scale.

Checking of „V‟ belt tension with

4 kg weight and steel scale

c. Ensure 35/50 mm barrel bush gap in the bogie

bracket of TL/AC coaches respectively.

Ensure testing of springs before fitment by

conducting, compression test. Compression test shall

be conducted on compression testing machine or

fabricated system in depot/ workshop.

Spring compression in step of 10mm and weight

applied shall be recorded in the format given on next

slide and deflection in mm per kg of load shall be

calculated.

(Ref: RDSO/PE/SMI/AC/0042-2009, Rev’0’)

• Spring testing

Sr. Spring

length in mm

Wt. in

kg.

Spring rate

derived

Remarks

1. 345 0 (Zero) Value of kg/

mm should be

calculated.

Obtained value of spring

stiffness should be verified for

4.5kW as per RDSO‟s drg. No.

SKEL-3040 sheet 2 as well as

modified springs for 25kW

alternator as per RDSO‟s drg.

no. RDSO/PE/SK/AC/0068-

2004 (Rev.0).

Average value of old spring as

per RDSO‟s drg. no. SKEL -

3040 sheet 2 should be within

2.8-3.2kg/mm for 4.5kW and

4.8-5.5kg/mm for modified

springs for 25 kW alternator as

per RDSO drg. No.RDSO/

PE/SK/ AC/ 0068-2004 (Rev.0)

2. 335 Weight

should be

recorded

3. 325

4. 315

5. 305

6. 295

• Spring Dimensions

S.

No.

Parameter

Checked

Old spring drg. No.

SKEL 3940 sheet 2

Modified spring drg. No.

RDSO/PE/SK/AC/ 0068-2004

(Rev.0)

1. Free length 345±3 345 ± 3

2. Wire dia Φ 14 ± 0.1 Φ 16 ± 0.2

3. Outer dia

of spring

Φ 114 ± 1 Φ 118 ± 1

4. No. of coils 14 ½ 12 ½

5. Tensioning

rod length

780mm 780 mm

Following shall be checked in belt tensioning device:

Tensioning rod thread for any damage

Deformity in spring sheet

Deformity in rotary spring sheet

Damage of threads in special nut

Cut/ rubbing mark in spring coil

Ensure the voltage setting of 4.5kW/25kW RRU/ERRU

of TL and AC coaches.

Ensure proper load sharing of both alternators equipped in

the AC coaches.

The latest instructions for the difference in current of both

alternators are 30 Amp & 10 Amp in case of RRU &

ERRU respectively.

Ensure that every RRU & ERRU have equipped with

healthy OVP (Over Voltage Protection) relay and its

correct voltage setting is to be tested.

Ensure proper battery charging / pre-cooling during

maintenance before train departure to avoid sudden

loading of alternators. This will reduce the cases of belt

dropping.

Ampere setting of RRU/ERRU shall be ensured as per

specified limits.

Phase –II- Module No. STC-GS-1

1. Belt slippage

• Alternator/ axle pulley worn out

• Improper tension of V beltsProbable Causes :

2. Belt turn over and face twisted

Probable Causes : • Misalignment of alternator/ axle

pulley

• Particular V belt loose

3. Excessive stretch

Probable Causes : • Improper spring tension of belt

tensioning device

4. Rapid wear

Probable Causes : • Excess tension on V belts

• Improper spring tension of belt

tensioning device

• Pulley groove pitted

• Misalignment of alternator/ axle pulley

• Poor material quality of V belts

5. Belt bottom cracks wear

Probable Causes : • Alternator/ axle pulley groove worn out

• Poor material quality of V belts

6. Belt top cracks

Probable Causes : • Pulley groove angle small

• Poor material quality of V belts

7. Belt dropping

Probable Causes : • Sudden loading on alternators

• Improper load sharing between alternators

• Current controlling of RRU/ERRU not

proper

• Shifting of axle pulley

• Misalignment of alternator/ axle pulley

• Lateral play in alternator

• Shifting of alternator shaft resulting in

shifting of alternator pulley and

misalignment.8. Smoking of belts

Probable Causes : • Alternator/ axle pulley groove worn out

• Sudden loading on alternators

• Unequal tension among the V belts

During maintenance/after fitment of alternator in the bogie

suspension bracket, alignment of alternator and axle pulley

should be checked.

It can be checked by cotton cord which should touch all the

four edges of the both pulleys simultaneously.

If misalignment is found, locate the cause of misalignment and

rectify it.

It can be checked by laser

beam also.

Beam from alternator pulley

groove center should fall in

the center of corresponding

axle pulley groove.

The gap formed due to the wear of bogie bush must

be measured during maintenance.

If it is more than 1mm, it should be replaced with

proper nylon bush because it may lead to wear of

suspension bracket that further contribute to destroy

the alignment of suspension arrangement

permanently.

The clearance between suspension brackets found more due to

improper workmanship/ measurement during the manufacturing

process of bogies.

Gap between bogie suspension brackets should be checked.

Excess gap between bogie bracket and alternator suspension

bracket will lead to misalignment of alternator (400+4mm max.

for AC and 268+4mm max. for Non AC coaches)

It is better to put a suitable

washer between the

alternator collar and one of

the suspension brackets duly

checking the alignment.

if the distance is more than specified, there may be

lateral play of alternator which affects the life of V

belts and the parallelism of brackets due to the

hammering effect of the horizontal play of the

alternator.

This also damages the bogie bushes.

The alternator may get stuck up due to the seizure

of bearing that may in turn results the belt

dropping.

To avoid this type of failures, the following

practices shall be followed:

Bearings should be cleaned and greased properly

during POH.

End shield of alternator should be properly

tightened to avoid entry of abrasive particles.

Vibration checking and clearance checking for

bearing should be done during POH.

Groove of alternator pulley and axle pulley should be

checked during POH and at the time of replacement

of V belt for worn out and groove base shining and

ovality.

The pulley is to be replaced if pulley groove width is

increase by 0.5mm at workshop level and 0.8mm at

depot level or the groove base of the pulley is shining or

mechanically damaged.

The standard groove angle is 36 degree for alternator

pulley and it is 40 degree for axle pulley. If the groove

angle is more, excessive wear at the base section or belt

bottom crack may happen and if the groove angle is

small, crushing and wear of belt at top or belt top crack

may happen.

Both the alternator pulley and axle pulley shall be

replaced during alternate POH or when ever

mechanical damage of pulley occurs.

Replace the old axle pulley fixing rubber pads with

new rubber pads during POH and whenever

replacement of axle pulley is required.

The number embossed in both halves of the axle

pulleys must be same.

It is to be ensured that diameters of the pulleys are same as

specified.

Ensure gap between two halves of axle pulley to 3.0 ±

0.5 mm with the tightening torque of 30 kg-m

(maximum).

The gap between axle

pulley halves should be

checked with feeler gauge

during maintenance.

After fixing of axle pulley,

verticality of the pulley

should be checked with

plumb or spirit level.

The reinforcement cords are broken if the belts are

forced over pulleys during fitment.

Change the belt set and install them in grooves only

after loosening the tension spring of belt tensioning

device.

During replacement, do not ride the wheel over belts

that definitely damage the reinforcement cord of V belt.

If belts are replacing, replace all the belts as set with

same grade, same make and of same batch.

Special care should be given during the provision of V belts

since it is one of the root causes of premature failures:

Tensioning of the final recommended value after

every first trip or 500 kms immediately after

provision of V belts at workshop or depots &

thereafter as per standard maintenance practices

mentioned in schedules.

In absence of proper tension in V-belts, they may get

failed due to belt slippage that increases the screeching

noise and heat.

Thus smoking may start from the belts that result in V-

belt drop.

The following actions shall be ensured to maintain

proper tension.

Tensioning of the final recommended value after every

first trip or 500 kms immediately after provision of V

belts at workshop or depots & thereafter as per standard

maintenance practices mentioned in schedules.

It shall also ensure that correct type of belt tensioning

device spring as prescribed by RDSO equipped in

coaches during POH as well as at depot level.

Check the tightness of belts by 4 kg weight.

Excessive stretch may arise due to overloading

and internal breaks.

Overloading may be due to bad design, failed

bearings of the alternator, failure of output control

of the regulator of the alternator, or internal breaks

during manufacture or due to forcing the belts

over top of the grooves.

The temperature of the axle pulley groove may

approach to 27 ºC above from the ambient

temperature.

However in hot summer, ambient temperature

reaches as above as 49 ºC.

This increases the belt temperature more than that

of the design temperature.

This is also one of the causes of smoke emission

from V belts and belt drop.

Anti-rotating lug welding shall be done precisely in-butt

with suspension pin.

Suspension pin head thickness and anti rotating ‘U’

thickness must match perfectly to avoid rotation of S/pin &

therefore damage to Trans-mounting bush.

Standard tool kit for AC Escorting staff

Feeler gauge sets (0.05 mm to 1.00 mm)

Measurement of belt tensioning device

Free length of spring 345 mm

Length of indicator 250 mm

GO/NOGO gauges for checking the grooves of alternator

pulley and axle pulley.

Gadget of 4 kg weight for checking the tension of V-belts

V- Belts pitch length testing machine

Test bench for checking of RRU/ERRU & alternator 4.5 kW

Test bench for checking of RRU/ERRU & alternator 25 kW

BTD spring testing machine

VVVF type machine for load sharing in AC coaches

In-Situ testing kit of OVP

Gauges for measurement of cross section of V-belt

Phase –II- Module No. STC-GS-1

(Conventional Self Generating

NON AC Coaches)

Attention on Maintenance Lines

Check the plate-form attention report and concentrate first on

attending the defects in these coaches by adapting systematic

trouble shooting procedures.

Proceed as follows in respect of other equipment.

First attend alternators in coaches for generation, which

have arrived "cold" and coach dark condition as per

platform report. Proceed as follows:

Check field fuse, replace if found blown, with proper rating

and approved make.

(Primary & Secondary Maintenance)

Check the continuity of field and phase winding with the

help of test lamp/ multi-meter to ensure that windings

are not open circuited.

Check for loss of residual magnetism with the help of

voltmeter across the field terminals. In case of loss of

magnetism, give 12 V DC flashing to the field terminals

for few seconds to regain lost residual magnetism.

Check that the regulator feedback loop is O.K.

Check connections for tightness in alternator and

rectifier regulator. If this is all right, remove belt from

alternator.

Use testing machine for testing alternator in situation.

Couple the portable motor drive with Alternator.

Check the DC output voltage at the rectifier and

regulator terminals. Identify the defects if any and

rectify them. The battery should be isolated while

doing this test.

Provide new split pin for pulley castle nut after

completion of work.

Check up the condition of safety chain and availability

of split pins in safety chain bolts.

Check up alternator suspension bracket and tension

gear for any damage and replace, if necessary.

Check up and tighten loose bolts in terminals box

covers.

Check availability of split pin for alternator castle nut.

Never energize field from battery in case of failure of

field circuit diode in regulator. Apart from non

regulation, this may cause permanent damage to field

windings.

If there is no generation, ensure that there is no

breakage in the cable termination.

Examine the indicating white mark on the pulley

axle and ensure that the pulley has not slipped. If

pulley has slipped, take necessary corrective

action.

Tap the pulley with hammer and judge the

tightness or crack by sound. If it gives clean

metallic sound the pulley is tight. Dull sound

indicates that it is loose. Bolt should be tightened

with torque wrench to 30 kgm.

Check the lock nuts and split pins for availability

and tightness.

Check the belt tension after every round trip of the coach.

For new V-belt fitted, the belt should be re-tightened after

completing the first trip.

Check condition of belt for fraying of edges, etc.,

Check the belts for overturn and correct it, if necessary.

Check the number of belts which should be 4 nos. for 4.5

kW alternators.

Tension should be felt by hand by striking it slightly. Belt

in correct tension will respond `alive' and `spring-back'. If

required re-tensioning, the same shall be re-tensioned.

Check that all the sets of belts provided should be of same

make & grade.

Whenever belts are replaced, to get optimum performance

following precautions should be exercised:

a) The belts of same nominal length i.e. same grading should be

used as a set.

b) Two or more makes of belts should not be used in a set.

c) Check tension of V belt after fitment by tension gauge.

d) Re-tension newly fitted belts after 1st trip or 500 km run,

whichever is convenient.

e) Check alignment of pulleys whenever alternator is replaced.

f) Replace pulleys if grooves are worn out. Check by GO/NO-

GO gauges.

Commissioning and checking of new ‘V’ belts

To check the new „V‟ belts for proper fitment,

following gadgets should be available at each depot:

• Pitch length of „V‟ belt

• Angle of „V‟ belt

19.0

+ 0.0322.53 - 0.00

34 ± 0.25

20

Outside dia 234.62 - 0.06 + 0.00

Normal pitch dia 222.8

E

FIXED PULLEY SLIDING PULLEY

F 76.5 kgf

SAMPLE BELT

E

FIXED PULLEY SLIDING PULLEY

F 76.5 kgf

SAMPLE BELT

(iii) Section of ‘V’ belt

Gadget to check the Pitch length of ‘V’ belt

Nominal circumference of pulley at pitch dia is 700 mm

Nominal pitch length of the belt = 2E + 700 mm

Method of checking Angle of ‘V’ Belt

38°42°

Along a straight portion of the belt in an un-tensioned state, the

cross-section shall be such that the edges of the broader (top)

side of the belt shall touch the sides of V-groove having an

included angle of 38 degree and the edges of the narrower

(bottom) side of the belt shall touch the sides of V-groove

having an included angle of 42 degree.

The flanks of the belt shall not touch the sides of the V-

grooves.

Gauge for checking angle of v-belts

Clean regulator externally.

Open regulator terminal cover and check for

signs of overheating in all the terminals/bus

bars/etc.

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.

Check the cable termination of the regulator

visually for any abnormality.

If the alternator arrived without generation, then

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.

Description Passenger/ Express/

Super fast

54 cells in Lead Acid & 57 cells battery

bank (TL coaches fitted with VRLA

batteries)

128.5 ± 0.5 Volts

Alternator voltage settings as mentioned above shall be

made at half load i.e. 19A for TL coaches, at 1500 rpm.

If needed change the regulator and ensure the

generation by running the alternator with a portable

motor.

Ensure that the settings of the alternator cum

RRU/ERRU are as under.

To know the condition of cells during `Trip

Examination' some cells in a battery are treated as

`pilot' cells.

On arrival of train in the maintenance line,

disconnect all inter vehicle connections.

Record the specific gravity of `pilot' cells in each

battery.

Different cells should be identified as pilot cells

every month. The idea of identifying different

cells as pilot cells every month is to ensure that

true condition of the battery is reflected.

i. Conventional Lead Acid Batteries

Marking of these cells to indicate pilot cells shall be

done as follows and repeat cycle further

1 2 3 4 5 6 7 8 9

10 11 12 13 14 15 16 17 18

Month Pilot Cells

1st Month 1, 12, 13

2nd Month 2, 11, 14

3rd Month 3, 10, 15

4th Month 4, 9, 16

5th Month 5, 8, 17

6th Month 6, 7, 18

Check the floats of each cell and check for correct

electrolyte level as indicated in the float stem.

Replace missing/defective floats.

In case of low level, replenish with distill water.

If any cell needs too much water for replenishing,

watch for crack in the cells and also check the voltage

on load which should not be less than 1.80V.

In case of any defect, remove the mono-block and

replace by a spare one preferably of the same make

and lug date or a lug date as close to the one already

in the coach.

Coaches with discharged batteries which shows less

than 100 V on load should be put on charge at double

the normal rate of charge and the charging reduced to

half the rate of charge as soon as the gassing starts

and continued till the specific gravity rises to the fully

charged value which should be between 1210 and

1220.

Use the battery charging terminals provided in

coaches for charging purpose.

Check up correct polarity and connect the charging

cables.

Use a clip on D.C. ammeter of 0-25 A range to check

up the battery charging current. Note down the rate

of charging and the number of hours of charge.

Check specific gravity of pilot cells and the total

voltage of battery on load at the end of charge and

record.

Keep micro porous vent plug tight.

Ensure that washer is available in micro porous vent

plugs.

Check all the battery box members for any cracks in

the fabricated battery box/cradle and take corrective

action.

Check for proper fitment of mono block in the battery

box ensuring wooden packing pieces.

The person in charge of battery maintenance should

record all the readings mentioned above in his diary

and this information should be transferred to the

register maintained for various trains.

Check anti-theft rods and provision of nuts both inside

and outside the battery box on either side. Secure

battery box cover finally after all works are

completed.

Ensure that the fitment of the battery box is in order

with all the bolts, nuts, lock nuts, split pins etc.

Ensure the bottom plate of the box is well secured.

Ensure the cells are properly cleaned.

Ensure all micro porous vent plugs and sealed floats

guide are properly closed.

Check the terminations in the fuse and the condition

of the fuse.

Check the termination of cable in the under frame link

box, for proper condition and attend if needed.

Check for by-passing of the failed cells. If the

cells are found by-passed, replace these failed

cells immediately with the healthy ones.

Dust accumulation, if observed, clean with dry

cotton cloth.

Cell cover/ container cracked or bursts, if noted,

replace the cell with a healthy cell immediately.

ii. VRLA Batteries

(Ref. RDSO/PE/ SMI / TL /0024-2012/Rev.2 dated

17.08.2012)

In case of battery terminal/ cable over heating sign,

check for loose connection at the cell terminal post/

cable end. If required, replace the cable immediately.

Protective lid on safety valve if missing provide new

one immediately.

Charge the batteries, preferably for 6-8 hrs. after

arrival as cells may be partially discharged.

Do not boost charge the cells for more than 12 hours.

Before checking the earth in the coach, it should

ensure that coach is not connected to the adjacent

coach through EFT (Emergency Feed Terminal).

After isolating the coach the earth shall be tested by

using a double test lamp method as under:

20 W 20 W

GREENBLUE/ BLACK

-VERED

+VE

To check the earth with double lamp method made the

connection as per sketch (shown in previous slide) and

ensure both lamps should be of same wattage.

Connect +ve wire to +ve terminal and –ve wire to –

ve terminal.

Connect middle wire to earth point.

If there is no earth fault in the coach, both lamps

will glow with same brightness.

If there is earth fault on –ve side in the coach, lamp

fitted on –ve side will not glow or glow very dim

but other lamp will glow normal.

If there is earth fault on +ve side in the coach, lamp

fitted on +ve side will not glow or glow very dim

but other lamp will glow normal.

If any earth is noticed the required corrective

measures should be taken to remove the earth before

inducting the coach in the service.

Following scheme is prescribed for all trains during primary

or secondary maintenance at a depot:

Switch on each fan individually and check its working.

If the fan does not start, short the switch terminals with a

small piece of wire temporarily.

If the fan starts it will indicate that the controlling switch

is defective. Replace defective switch.

If the fan does not start when the switch terminals are

shorted, proceed as follows for fans:

• Test for supply at the 2-way connector terminals near

the fan with the switch on. If there is no supply, the

wiring is defective and has to be attended.

• If fan is defective, repair or replace.

If the fan is noisy, check for loose blades/fan guards and tighten

them.

If the noise is due to bearings, replace the fan.

Check the fuse for fans and ensure that it is of correct size (35

SWG) tinned copper.

Clean guard and body of fan externally.

In swiveling and bracket fans ensure that the fan dust cover is

promptly replaced after attention and also that the nylon cord

provided to prevent loss of fan dust cover, is available in

position.

The MCB/fuse controlling the fan circuit shall be checked for

correct rating (16A), proper functioning and replace if found

defective.

Switch on each lamp/tube light/CFL. If the lamp/tube

light/CFL does not glow, check lamp/tube light /CFL and

replace, if fused.

If the lamp/tube light/CFL is all right, check control fuse

and replace, if found blown.

If the fuse is all right, check control switch and replace, if

necessary.

If the switch is all right, check up lamp holder for any

defect or loose connection and rectify.

If there is no defect in the lamp holder, check up for supply

at the holder terminals and if the wiring is found defective,

rectify.

Provide switch covers and fuse covers promptly, if they are

missing.

If any dome cover is open or not secured properly, rectify

defect, if any and secure.

Replace broken glass domes/acrylic covers of tube

lights/CFLs.

Check MCBs/fuses for light circuits in junction box for

proper operation and replace defective MCBs. Check for

loose connections between MCB and bus bars and rectify.

Ensure that MCBs/fuses are intact for protection of each

circuit.

Check tightness of terminal connections of HRC fuse for

negative circuit in junction box.

Never by-pass or use incorrect fuses as this may result in

serious failures.

Earthing of wiring in the coach shall be checked both on the

positive and negative wire separately in each coach by the earth

testing device.

A coach with negative earth fault in case of 110 V DC systems,

which could not be attended in time, can be given in service in

case of emergency. The coach shall be taken for attention by the

primary maintenance station during the next trip.

Testing shall be done only at cable terminations.

Poor crimping of cable lugs and loose connections in terminals

may result in excessive heating and discoloration of lugs, tapes

and cables. Check for this during inspection and take prompt

action to locate and rectify the defects.

Replace incorrect size of HRC fuses by correct rating.

Check all fuses and ensure that they are secured tightly to their

terminals. Replace defective MCBs/fuses in junction box by

MCBs/fuses of correct rating.

Remember that fuses are provided for protecting circuits in case of

faults. Try to find out the cause of fault.

Loose and exposed/hanging wires should be secured and properly

covered.

In case wiring is found mechanically damaged or tampered with or

needs replacement, the coach should be marked electrically “sick”.

If the work is of a minor nature, this may be done in maintenance

lines.

Coaches which are suspected to have wiring defect either in the

under-frame or roof shall be subjected to insulation test with 500 V

megger.

Record all the attention given in the under frame and roof, the

Specific Gravity, the condition of generation, lamps, fans and

fuses, availability of belts etc. with coach and other details.

Check FDB‟s cover for any gap and entry for waste/

rubbish material.

Check and ensure supply and functioning of each

Mobile/ Laptop charging point, replace if found

defective.

Clean the interior of battery box.

Clean the cell tops and deposit of sulphation, if any in inter

cell and end cell connections.

Remove sulphated inter cell connections, clean the

connecting surface with a piece of cloth.

Use fresh fasteners.

Sulphated internal connections and fasteners should be

soaked in kerosene oil, cleaned with warm water and kept

ready for use.

In addition to the instructions contained under "Trip

examination" the following works shall be carried out:

Inter cell connections should be provided with both small and

large strips and four fasteners each with one hexagonal nut, one

spring washer to IS:3063 and two steel punched washers to

IS:2016.

Remove end cell connectors, clean the connecting surface both in

cell and connector thoroughly and provide back.

Check for proper crimping of terminal.

In case strands of connecting cable are found cut at the crimping

end, cut wire at the crimping end and re-crimp with a new inter

cell connector.

End cell connector confirming to IS:6848 should only be

provided.

Tinned copper crimping sockets with a single hole, if any,

provided as a stop gap measure should be replaced by standard

end cell connector.

Provide end cell connectors with both the fasteners each with

one spring washer to IS: 3063 and one punched steel washer to

IS:2016.

Tap sealed float guides and check for free movement.

Look for elongated holes in sealed float guides and replace such

guides. Replace deficient floats promptly.

Check whether vent plugs are of the anti-splash type and replace

if required.

Check the make of cells and the lug date.

Different "makes" of cells mono block if found mixed together

should be replaced by a single "make" of cells.

If it is not possible to do this during one fortnightly examination

this should be noted down and attempts made to replace the

same during the next fortnightly examination.

Check whether cell/ mono block packing is tight and provide

additional packing, if necessary.

Use only hard wood coated with acid resistant paint for cell

packing.

Check for provision of anti-theft rods and provision of nuts,

both inside and outside the battery box on either side. Replace

deficient rod and nuts.

Apply petroleum jelly on inter cell connection and end cell

connections.

Check battery fuses and replace overheated/incorrect size fuses

by correct size.

Check battery box fixing nuts for tightness.

Check for tightness of terminal connections of alternators

and rectifier regulators.

Thoroughly clean externally the alternator and regulator.

Open inspection cover of regulator. Blow dust with a

portable blower. Secure covers tightly after inspection.

Check locking of current setting of regulator, if disturbed it

should be reset/locked as prescribed.

Check the alternator pulley for proper fixture and the

availability of castle nut and split pin.

In addition to the works mentioned in Trip &

fortnightly examination, carry out the following:

Reset the correct position of pulley, if found shifted and

tighten the loose nuts with torque wrench with

recommended torque.

Check tightness of nuts and also availability of chuck

nuts and split pins in all fixing bolts.

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.

Cells should be handled with due care while unloading and in

transit to avoid breakage.

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

gravity, 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.

Change the marking of the pilot cell as given in trip schedule.

Open front door. Check all connections in MCB-cum-fuse panel

for tightness any for heating sign, fuses etc.

Check availability of terminal lugs for all cables in junction box

and replace if necessary by terminal lugs of correct size.

Check rotary switches / MCBs provided for lights, fans circuits

for correct condition and rotary switch and EFTs for proper

operation.

Replace/ repair defective MCBs.

Check up negative fuse and replace, if necessary by correct

ratings of HRC fuse.

If rotary switches are provided instead of MCBs, Check for

proper operation.

Check up HRC fuses provided with rotary switches for correct

rating and replace, if necessary.

Close front door and secure properly by the locking key, If

found defective, the same may be attended/replaced.

Superstructure wiring and under-frame wiring shall be

tested separately for which the main negative fuse in shall

be opened and controlling MCBs for all circuits kept off.

All other fuses shall remain in circuit.

Insulation resistance shall be measured with all fittings and

equipment connected both on under-frame and

superstructure.

The under-frame wiring shall be tested with battery fuse

open.

The IR value should be minimum 2 Mega-Ohm in fair

weather condition and minimum 1 Mega-Ohm under

adverse weather condition.

Availability of inspection cover of DFBs should be ensured.

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.

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 blades shall be replaced if found bent, or if there is no

proper air discharge.

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 first glass domes with wet cloth and then with a

clean dry cloth.

Replace rusted fittings and fittings with damaged surface.

Check up wattage of lamps and replace with that of

correct wattage.

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'.If not, stencil legends

with fluorescent paint.

Check up all lighting circuit fuses in each coach for correct

size and replace if necessary.

Stencil the size of fuses near the locations, if not already

done.

Mark inspection covers of distribution fuse boards as `DFB'

if not done already.

Thoroughly clean metal guards for roof light fittings in

luggage rooms and paint, if necessary.

Check each switch of lights and fans for proper fixing

and operation. Replace defective switches.

Switches should be provided in the locations intended for

them and provided with covers with their knobs exposed

for operation by passengers.

Check distribution fuse boards and fuse cut outs of light

and fan circuits, for over heating and tightness of

connections and provisions of correct size of fuses in the

fuse terminals.

Check up supply and marking of polarity of EFTs.

Replace missing EFTs and those without wiring nuts.

`Switch off‟ load. Charge the cells at 50% of normal rate

of charge, i.e., at 1/10th of the rated capacity of cells.

Record hourly cell voltage and specific gravity reading

of every cell.

Terminate charging when 3 successive readings are

constant.

In addition to the instructions contained under "Monthly

Examination" following activities should be done:

i. Conventional Lead Acid Batteries

Record specific gravity and no load voltage of each cell 10

minutes after terminating charge.

Specific gravity should be between 1.210 and 1.220 for cells

upto 120 Ah capacity. The voltage should not be less than 2.1

V.

If there is a wide variation in the specific gravity and voltage

readings, such cells should be replaced.

Check the cell voltage on full load.

Cells showing reverse and low voltage are to be replaced with

healthy cells of the same make/type.

13 Nm tightening torque of terminal bolt with torque

wrench for four terminal design cell (all makes

except Exide).

22Nm tightening torque of terminal bolt with torque

wrench for four terminal design cell (Exide).

Do not over tight.

Terminal post corrosion, if observed remove the

cable and clean the terminal post and cable lug with

brass brush or fine emery paper and apply petroleum

jelly.

ii. VRLA Batteries

(Ref. RDSO/PE/SMI/TL/0024-2012/Rev.2 dated 17.08.2012)

The following steps shall be followed:

(i) Discharge the battery bank with full coach load for

15 minutes (based on coach arrival battery SOC).

(ii) Note down the individual cell readings after 15

minutes while the coach is still connected during the

discharge.

(iii) If all the cell voltages are 1.98 Volts and above then

the cells are in healthy condition. Charge the cells

same to be put back into service.

(iv) If some of the cell voltages are less than 1.98 Volts

then give boost charging with 2.30 VPC for 12 hrs.

by charging them separately with current limited to

20% of battery rated capacity

a. If the total battery bank open circuit voltage for TL

coaches is 117.0 Volts or above for 57 Cells.

(v) The weak cells, which are charged separately, must be

checked through a discharge at C-10 rate for 30 minutes,

the end of discharge voltage should be above 2.0 V. If

such a re-charged cell fails to qualify the above test, it

should not be put back in the coach.

(vi) After performing the discharge test on the revived cells,

the cells need to be charged at least for 4 hours, prior to

fitment in the coach.

b. If the total battery bank, open circuit voltage for TL

coaches is less than 117.0 Volts for 57 Cells.

Charge the cells for 12 hrs with 2.30 VPC and then carry

out the discharge test as per item no. i to iii of (a) above.

Carry out visual inspection of terminal box for signs of

overheating, fumes and presence of water etc., clean it.

Check the connections for any defect, if required re-

crimping and taping should be done. Replace spring

washers, if overlapping.

Disconnect the regulator and measure the insulation by

500 V megger; if found less than 10 M-ohm, remove

alternator and heat its winding in the oven at 80 degree C

for 1 hour.

In addition to the instructions contained under "Quarterly

Examination“ following activities should be done:

Check the condition of outgoing cables and its cleating

arrangement. Replace the grommet, if necessary. Ensure that

flexible pipe carrying the cables is connected properly to the

grommet to prevent damage to insulation.

Check the suspension pin, main suspension lugs of alternator

and bogie brackets for any signs of crack. Provide new nylon

bushes and secure nuts and bolts, with new split pins. Play

between alternator lugs and bogie bracket should not be more

than 4.0 mm.

Check profile of „V‟ groove for worn out pulley as per SMI

No. RDSO/PE/SMI/TL/0030-2005 (Rev.0) dtd. 12.08.2005.

Check the pulley fixing, concentrating on lock nut and locking

collar pin. If lock nut is damaged, replace it.

Check safety chains and chain fixing nuts, bolts and split pins.

Replace tension rod sleeve.

Fit tension rod fixing pin of alternator with new washer and

split pin. Replace spring, if belts loose upon coach arrival.

Lubricate the threads of the tension rod and adjusting nut.

Check the lock nuts and split pins for availability and tightness.

Appropriate open jaw type torque wrench to be used for uniform

tightness of all studs, value of torque depends on the gap required

between two pulley halves.

Check distance between wheel hub and axle pulley with gauge

plate.

Check the condition of pulleys and its „V‟ grooves profile. Replace

the pulley, if required.

Tap with hammer and judge the tightness by sound.

Ensure gap between the two halves of the axle pulley is 3.0 ±

0.5mm.

Examine the indicating white mark on the axle pulley and ensure

that the pulley has not shifted. If pulley found shifted, remove the

pulley and re-tighten it after replacing rubber pads and provide

indicating white mark.

Replace all existing “V” belts with new “V” belts having

same grade/make.

Follow the instruction given in SMI No.

RDSO/PE/SMI/TL/0027-2004 (Rev.0) dtd. 05.03.2004 for

checking new “V” belts.

The old “V” belts removed from service to be destroyed.

Check tension of “V” belts.

For the exact measurement of tension, a weight of 4 kg.

shall be hanged from the centre of belt span and see that the

top surface of this belt does not go below bottom surface of

remaining belts.

Clean regulator box externally and remove all the dust

with dry compressed air.

Open cover and change sealing sponge rubber gasket.

Clean all dust with soft brush and vacuum cleaner from

inside, particularly from heat sink of electronic

components and terminal board.

Check voltage and current setting.

Ensure that they have not been disturbed and are in locked

position.

Following tests shall be done to ensure proper working of

RRU/ ERRU with alternator:

Set specified voltage 128.5 +/- 0.5 at half load 19 A &

1500 rpm.

Check OVP set voltage and working. Check the proper

suspension of the unit and provide new split pin in its

suspension bolt.

Tighten all the electrical connections and check whether

power connections are provided with locking washers.

Check field and phase HRC fuses for their proper rating

and fitment.

Clean the battery box externally and remove all dust

with dry compressed air.

Open battery box covers. Remove inter-cell

connections and take out the cells.

Clean the cells, inter-cell and end cell connectors

thoroughly. Replace spring washers, if each are

overlapping.

Check for crack in cell containers leading to leakage.

If needed, replace the defective cell with healthy cell

of similar capacity, make and lug date.

Check for heating signs on the positive and negative

terminals and discolouring of the cells container/ top

lid. Clean the sulphation of terminals.

(i) Lead Acid Batteries

Check the level of electrolyte in all the cells and top up with

distilled water, if necessary.

Check the specific gravity and voltage of all cells with cell

tester.

Check all vent plugs and float guides conditions and replace

defective ones.

Check the conditions of connecting strips/ leads and replace if

required.

Check all suspension bolts of battery box suspension/ cradle

for signs of any crack, corrosion, rusting and take corrective

action.

Clean and examine condition of battery boxes.

Examine condition of FRP tray and replace if necessary.

Paint all battery boxes. Battery box will be applied with

Grey colour high build epoxy paint to RDSO Spec. No.

M & C/ PCN/111 to a thickness of 100 – 120 micron.

Provide all cells in battery boxes with proper packing.

Connect all inter-cell connections and end cell

connectors. Provide petroleum jelly on all connections.

Charge the battery bank at the rate I = 0.1 x C10 fully till

3 constant hourly readings of voltage found, indicating

the condition of a fully charged cell.

Fit the battery box covers and secure them properly.

Refer Quarterly Schedule for the maintenance of VRLA

batteries.

(ii) VRLA Batteries

Open each fitting and clean properly from inside and

outside. Ensure free operation of locking mechanism and

replace defective fitting.

Replace rusted fittings and fittings with damaged

surface.

Check all the lights for proper working. Rectify or

replace if necessary.

Check up all lighting circuit fuses for correct rating and

replace if necessary.

Check and clean plastic fan blade and ensure that there is

no crack on the blade or hub.

Ensure proper fixing of fans and locking arrangement.

Check for abnormal sound, rectify or replace, if needed.

Ensure that the correct polarity of field winding i.e. positive

connected to F+ while measuring the continuity of the field

winding, otherwise the alternator will not self excite.

Check the proper compression force on the tensioning

spring with indicator plate by tightening the special nut.

Keep the terminal box tightly closed.

Use the cable grommets or cable gland of correct size for

reducing the vibration of terminal connections.

It is preferable to anchor the cables externally to avoid

shocks and vibrations on the terminals.

i. Do’s

Don‟t use improper tools to handle the alternator; it

may damage parts of the alternator.

Don‟t re-grease the bearing frequently. Re-greasing

should be done after thoroughly cleaning the bearing

with white spirit. It is preferable to re-grease the

bearing only during POH.

Don‟t keep the belts in over tension as this may

reduce life of the belt.

ii. Don’ts

Short all seven terminals of the terminal box before

measuring the insulation resistance.

Ensure that DC „+‟ and DC „-‟ are connected to

battery positive and battery negative respectively.

Wrong connection will damage main diodes.

i. Do’s

Don‟t disturb the settings of the regulator shunt and

potentiometer.

In any circumstances the burden resistance setting should

not be disturbed.

Don‟t open the regulator box unless there is a defect.

Don‟t use a megger to test the components. Use

multimeter.

Don‟t reverse the field terminals on regulator and

alternator.

Never use a fuse wire for field fuse. Always use HRC

fuse of specified value.

ii. Don’ts

Use belt of the same lengths for a set.

Belts should be stocked in lots as per date of receipt

and use in the principle of first in first out basis. The

belts shall be stored in a well ventilated room free

from direct sunlight and moisture.

Re-tension newly fitted belts after first trip.

Maintain a gap of approx. 55 mm between

supporting plate and fixing nut on the free end of

tension rod or upto the split pin for the 4.5 kW

alternators.

Maintain proper alignment between axle pulley and

alternator pulley.

i. Do’s

Do not allow loose belts.

Do not disturb the nut and check-nut on free end of

tension rod if proper gap is available between supporting

plate and fixing nut i.e. 55 mm for TL alternator.

Do not use repaired pulleys.

Do not use old and new mixed belts in sets.

Belt should not have any oil or grease traces, if persist

clean it by soap and water.

The matched set should have belts of one manufacturer

only. Do not use belt of same grade of different

manufacturer in a set.

ii. Don’ts

Phase II - Module No. STC-GS-1

(9 Months)

Phase II - Module No. STC-GS-1

The schedule ‘IOH’ shall be carried out on sick line

at nominated primary depot.

Different SMIs issued by RDSO time to time for the

maintenance of TL & AC equipment are to be

followed.

Phase II - Module No. STC-GS-1

S.No.

Particulars IOH

Frequency of Examination

9 months

+ 30 days

– 0 days

TL & AC EQUIPMENT

1.0 Alternators

1.1

Carry out visual inspection of terminal box for signs

of overheating, fumes and presence of water etc.,

clean it.

1.2

Check the connections for any defect, if required re-

crimping and taping should be done. Replace spring

washers, if overlapping.

Phase II - Module No. STC-GS-1

S.No.

Particulars IOH

Frequency of Examination

9 months

+ 30 days

– 0 days

1.3

Disconnect the regulator and measure the insulation by

500 V megger; if found less than 10 M-ohm, remove

alternator and heat its winding in the oven at 80 degree

C for 1 hour.

1.4

Check the condition of outgoing cables and its cleating

arrangement. Replace the grommet, if necessary.

Ensure that flexible pipe carrying the cables is

connected properly to the grommet to prevent damage

to insulation.

Phase II - Module No. STC-GS-1

S.No.

Particulars IOH

Frequency of Examination9 months

+ 30 days

– 0 days

1.5

Check the suspension pin, main suspension lugs of

alternator and bogie brackets for any signs of crack.

Provide new nylon bushes and secure nuts and bolts,

with new split pins. Play between alternator lugs and

bogie bracket should not be more than 4.0 mm.

1.6

Check profile of „V‟ groove for worn out pulley as per

SMI No. RDSO/PE/SMI/TL/0030-2005 (Rev.0) dtd.

12.08.2005.

Phase II - Module No. STC-GS-1

S.No.

Particulars IOH

Frequency of Examination9 months

+ 30 days

– 0 days

1.7Check the pulley fixing, concentrating on lock nut and

locking collar pin. If lock nut is damaged, replace it.

1.8Check safety chains and chain fixing nuts, bolts and

split pins.

1.9

Replace tension rod sleeve. Fit tension rod fixing pin

of alternator with new washer and split pin. Replace

spring, if belts loose upon coach arrival.

Phase II - Module No. STC-GS-1

S.No.

Particulars IOH

Frequency of Examination9 months

+ 30 days

– 0 days

1.10Lubricate the threads of the tension rod and adjusting

nut.

1.11

Check the logbook for abnormal/ unequal load sharing

and ensure that the difference is within the range of 30

A with RRU and 10 A with ERRU. Follow the

instructions given in SMI No.

RDSO/PE/SMI/AC/0018-99 (Rev.0) dtd. 05.02.1999.

Phase II - Module No. STC-GS-1

S.No

Particulars IOH

Frequency of Examination9 months

+ 30 days

– 0 days

2.0 Axle Pulley & Alternator Pulley

2.1

Check the lock nuts and split pins for availability and

tightness. Appropriate open jaw type torque wrench to

be used for uniform tightness of all studs, value of

torque depends on the gap required between two pulley

halves.

2.2Check distance between wheel hub and axle pulley with

gauge plate.

Phase II - Module No. STC-GS-1

S.No

Particulars IOH

Frequency of Examination9 months

+ 30 days

– 0 days

2.3

Check the condition of pulleys and its „V‟ grooves

profile as per SMI No. RDSO/PE/SMI/TL/0030-2005

(Rev.0) dtd. 12.08.2005. Replace the pulley, if required.

2.4

Examine the indicating white mark on the axle pulley

and ensure that the pulley has not shifted. If pulley found

shifted, remove the pulley and re-tighten it after

replacing rubber pads and provide indicating white

mark.

2.5 Tap with hammer and judge the tightness by sound.

2.6Ensure gap between the two halves of the axle pulley is

3.0 ± 0.5mm.

Phase II - Module No. STC-GS-1

S.No

Particulars IOH

Frequency of Examination9 months

+ 30 days

– 0 days

3.0 ‘V’ Belts

3.1

Replace all existing “V” belts with new “V” belts having same

grade/make. Follow the instruction given in SMI No.

RDSO/PE/SMI/TL/0027-2004 (Rev.0) dtd. 05.03.2004 for

checking new “V” belts. The old “V” belts removed from

service to be destroyed.

3.2

Check tension of “V” belts. For the exact measurement of

static tension, apply force `P‟ with a spring balance at the

centre of span in direction perpendicular to the span until the

belt is deflected from the normal to the extent of 16 mm per

meter of span. The force `P‟ should be between 31.4 to 47.0 kg.

Phase II - Module No. STC-GS-1

S.No

Particulars IOH

Frequency of Examination9 months

+ 30 days

– 0 days

4.0 Rectifier Cum Regulator Unit (RRU/ ERRU)

4.1Clean regulator box externally and remove all the

dust with dry compressed air.

4.2Open cover and change sealing sponge rubber

gasket.

4.3

Clean all dust with soft brush and vacuum cleaner

from inside, particularly from heat sink of electronic

components and terminal board.

Phase II - Module No. STC-GS-1

S.No

Particulars IOH

Frequency of Examination9 months

+ 30 days

– 0 days

4.4

Check voltage and current setting. Ensure that they have

not been disturbed and are in locked position. Following

tests shall be done to ensure proper working of RRU/

ERRU with alternator:

Set specified voltage at half load at 1500 rpm.

Check OVP set voltage and working.

4.5Check field and phase HRC fuses for their proper rating

and fitment.

Phase II - Module No. STC-GS-1

S.No.

Particulars IOH

Frequency of Examination9 months

+ 30 days

– 0 days

4.6

Tighten all the electrical connections and check

whether power connections are provided with locking

washers.

4.7Check the proper suspension of the unit and provide

new split pin in its suspension bolt.

Phase II - Module No. STC-GS-1

S.No.

Particulars IOH

Frequency of Examination9 months

+ 30 days

– 0 days

5.0 Battery Charger

5.1Clean battery charger externally and remove all the

dust.

5.2 Clean all dust with soft brush and vacuum cleaner from

inside, particularly from heat sink of electronic

components and terminal board.

5.3 Ensure that the coarse and fine control switch is in

position No.1.

5.4 Check and clean all connections and contacts and

tighten all electrical connections.

Phase II - Module No. STC-GS-1

S.No.

Particulars IOH

Frequency of Examination9 months

+ 30 days

– 0 days

6.0 Battery & Battery Box

6.1 Lead Acid Batteries

6.1.1Clean the battery box externally and remove all dust with

dry compressed air.

6.1.2Open battery box covers. Remove inter-cell connections

and take out the cells.

6.1.3

Clean the cells, inter-cell and end cell connectors

thoroughly. Replace spring washers, if each are

overlapping.

Phase II - Module No. STC-GS-1

S.No.

Particulars IOH

Frequency of Examination9 months

+ 30 days

– 0 days

6.1.4

Check for crack in cell containers leading to leakage. If

needed, replace the defective cell with healthy cell of

similar capacity, make and lug date.

6.1.5

Check for heating signs on the positive and negative

terminals and discolouring of the cells container/ top lid.

Clean the sulphation of terminals.

6.1.6Check the level of electrolyte in all the cells and top up

with distilled water, if necessary.

Phase II - Module No. STC-GS-1

S.No.

Particulars IOH

Frequency of Examination9 months

+ 30 days

– 0 days

6.1.7Check the specific gravity and voltage of all cells with

cell tester.

6.1.8Check all vent plugs and float guides conditions and

replace defective ones.

6.1.9Check the conditions of connecting strips/ leads and

replace if required.

6.1.10

Check all suspension bolts of battery box suspension/

cradle for signs of any crack, corrosion, rusting and take

corrective action.

Phase II - Module No. STC-GS-1

S.No.

Particulars IOH

Frequency of Examination9 months

+ 30 days

– 0 days

6.1.11 Clean and examine condition of battery boxes.

6.1.12 Examine condition of FRP tray and replace if necessary.

6.1.13

Paint all battery boxes. Battery box will be applied with

Grey colour high build epoxy paint to RDSO Spec. No.

M & C/ PCN/111 to a thickness of 100 – 120 micron.

6.1.14 Provide all cells in battery boxes with proper packing.

6.1.15Connect all inter-cell connections and end cell

connectors. Provide petroleum jelly on all connections.

Phase II - Module No. STC-GS-1

S.No.

Particulars IOH

Frequency of Examination

9 months

+ 30 days

– 0 days

6.1.16

Charge the battery bank at the rate I = 0.1 x C10 fully till

3 constant hourly readings of voltage found, indicating

the condition of a fully charged cell.

6.1.17 Fit the battery box covers and secure them properly.

6.2.

For the maintenance of VRLA batteries follow the

instructions given in SMI No. RDSO/PE/SMI/TL/

0024-2004 (Rev.2) dt. 17.08.2012

Phase II - Module No. STC-GS-1

S.No.

Particulars IOH

Frequency of Examination9 months

+ 30 days

– 0 days

6.3 LMLA Batteries

6.3.1

For the maintenance of LMLA batteries follow

the instructions given in SMI No. RDSO/ PE/

SMI/ AC/ 0032-2006 (Rev.0) dt. 31.05.2006. For

TL batteries follow RDSO/ PE/ SMI/ TL/ 0025

and RDSO/ PE/ SMI/ TL/ 0028.

Phase II - Module No. STC-GS-1

S.No.

Particulars IOH

Frequency of Examination9 months

+ 30 days

– 0 days

UNDERSLUNG AIR CONDITIONING EQUIPMENT

7.0 Compressor ACCEL

7.1Clean the compressor externally with dry compressed

air.

7.2Clean the oil strainer with petrol or CTC (Carbon

Tetrachloride).

7.3 Replace filter bag for BG 34 BR

Phase II - Module No. STC-GS-1

S.No.

Particulars IOH

Frequency of Examination9 months

+ 30 days

– 0 days

7.4

Check oil level and observe any signs of leakage, which

will be indicated by presence of oil at the point of

leakage.

7.5Check for signs of leakage at joints & shaft seal and

rectify.

7.6

Replace the compressor oil with new oil. Follow the

instructions given in SMI No. RDSO/ AC /SMI/ 6 dtd.

08.09.1981 and correction slip issued vide L.No. EL/

7.1.75 dtd. May 1982.

Phase II - Module No. STC-GS-1

S.No.

Particulars IOH

Frequency of Examination9 months

+ 30 days

– 0 days

7.7

Examine the reading of HP, LP and OP gauges recorded

in the log sheet for any abnormality and take necessary

action.

7.8Check the tightness of fasteners of compressor head and

its cover.

7.9

Examine the fixing arrangement, check the condition of

the anti vibration mounting pads and check the tightness

of bolts with 30 kg-m torque wrench and tighten, if

necessary.

Phase II - Module No. STC-GS-1

S.No.

Particulars IOH

Frequency of Examination9 months

+ 30 days

– 0 days

7.10 Replace shaft seal assembly.

7.11 Replace HP/ LP/ OP cutout switches, if defective.

7.12 Tighten the clamping of the refrigerant pipeline.

7.13 Check leakage from HP/ LP/ OP cutout switches.

8.0 Condenser

8.1

Clean the condenser fins and copper tubes thoroughly as

per the instructions given in SMI No. RDSO/ SMI/ AC/

16 dtd. 29.05.1998.

Phase II - Module No. STC-GS-1

S.No.

Particulars IOH

Frequency of Examination9 months

+ 30 days

– 0 days

8.2 Examine the fins for external damage due to flying

ballast and take corrective action if necessary.

8.3 Replace catch all filter.

8.4 Check the condition of body frame and replace the

condenser, if necessary.

8.5 Check and ensure that the protection plates and grills are

provided on the three sides of the frame.

8.6 Ensure minimum airflow of 4 meters per second through

condenser.

8.7 Check the leakage and rectify, if required.

Phase II - Module No. STC-GS-1

S.No.

Particulars IOH

Frequency of Examination9 months

+ 30 days

– 0 days

9.0 Evaporator, Drip Water Drain and Expansion

Valve

9.1 Clean the assembly of evaporator coil and surroundings.

9.2 Clean the drip tray and drainpipe thoroughly and check

for water leakages.

9.3Pour water on evaporator coil and ensure that water

drains out easily.

9.4 Clean the strainer, provided before expansion valve.

9.5 Replace return and fresh air filters.

Phase II - Module No. STC-GS-1

S.No Particulars IOH

Frequency of Examination9 months

+ 30 days

– 0 days

9.7 Replace canvas duct, if required.

9.8 Check the condition of heater bank.

10.0 Compressor, Condenser & Evaporator Motors

10.1 Clean the motors externally with dry compressed air.

10.2Check mounting of all motors for any signs of crack,

corrosion and rusting. Take remedial action if required.

10.3

Check the condition of the anti vibration mounting pads

and check the tightness of bolts with 30 kg-m torque

wrench and tighten, if necessary.

Phase II - Module No. STC-GS-1

S.No Particulars IOH

Frequency of Examination9 months

+ 30 days

– 0 days

10.4

Disconnect the motors connections, measure the

insulation resistance by 500 V megger; if found less

than 2 Meg ohms, replace the same.

10.5

Open inspection covers and examine the condition of

commutator. Clean with sand paper or pumice stone, if

necessary. Do not remove the dark tan film

unnecessarily. Remove all carbon dust with dry

compressed air.

Phase II - Module No. STC-GS-1

S.No Particulars IOH

Frequency of Examination9 months

+ 30 days

– 0 days

10.6

Examine the condition of brush holders replace, if

required and measure the spring tension. If less than

the value recommended by manufacturer, replace the

spring.

10.7Replace the carbon brushes with approved grade and

make.

10.8 Check for the positive locking of rockers.

10.9

Examine the incoming leads for proper connections

and tightness. Check the flexible conduit for its

condition and proper anchoring at both ends.

Phase II - Module No. STC-GS-1

S.No Particulars IOH

Frequency of Examination9 months

+ 30 days

– 0 days

10.10

Check the bearings for noise by shock pulse meter and

replace, if required. Lubricate bearings with

appropriate quantity of recommended grease.

10.11Examine flexible tyre coupling of compressor and

replace, if found defective.

10.12 Check the alignment of the compressor and its motor.

10.13 Check the starting resistance connectors for tightness.

Phase II - Module No. STC-GS-1

S.No Particulars IOH

Frequency of Examination9 months

+ 30 days

– 0 days

10.14Connect the motor connection and tighten the terminal

connections in the terminal box.

10.15Check the direction of rotation of motor for

correctness.

10.16 Clean the condenser fan blades and tighten, if loose.

10.17Clean the blower drum and check it‟s fixing for

tightness.

Phase II - Module No. STC-GS-1

S.No Particulars IOH

Frequency of Examination9 months

+ 30 days

– 0 days

11.0 Dehydrator and Liquid Receiver

11.1 Check the sight glass for leakage, rectify if necessary.

11.2 Clean the strainer in the dehydrator-cum-filter unit.

11.3

After 10 minutes of starting the compressor, check the

level of liquid refrigerant. It should be at the bottom of

the lower glass of the liquid receiver.

11.4

After 15 minutes of starting the plant, feel the outlet and

inlet to dehydrator by hand for temperature difference.

The outlet should not be colder than inlet.

Phase II - Module No. STC-GS-1

S.No Particulars IOH

Frequency of Examination9 months

+ 30 days

– 0 days

12.0 Thermostats

12.1 Clean thermostat bulb with cotton.

12.2

Check for any breakage in mercury column or body of the

thermostat and replace it with new one if required. Do not heat

the bulb to join the the broken pieces of mercury column.

12.3

Check the condition of thermostat holder and its fixing

arrangement. Replace it with new one if found broken or

contacts defective.

12.4Ensure working of plants in auto mode for all temperature

setting.

Phase II - Module No. STC-GS-1

S.No Particulars IOH

Frequency of Examination9 months

+ 30 days

– 0 days

13.0 Panel board

13.1 Clean the panel and remove dust.

13.2 Check the working of indicator lamps.

13.3Ensure availability of spare fuses in the place provided

for the same.

13.4

Clean copper contact tips of contactors by suitable

chemical agent and check proper operation of

contactors.

Phase II - Module No. STC-GS-1

S.No Particulars IOH

Frequency of Examination9 months

+ 30 days

– 0 days

13.5 Provide arc chutes properly.

13.6 Check and tighten all electrical connections.

13.7 Check the relays and their connections.

13.8Check the PCB in the thermostat circuits for their

proper functioning

13.9 Check all diodes and their connections.

13.10 Check all rotary switches and their connections.

13.11

Check the operation of cooling pilot relay (by short

circuiting terminals of C.T.). Remove short after the

completion of check.

Phase II - Module No. STC-GS-1

S.No Particulars IOH

Frequency of Examination9 months

+ 30 days

– 0 days

14.0 Coach Wiring

14.1

Revised check the earth leakage in the wiring with a

double test lamp method as explained in the RDSO

code of practice and prevention of fire as per EL/ TL

56.

14.2Revised check for loose connection in all the junction

box/ terminal boards & tighten if necessary

Phase II - Module No. STC-GS-1

S.No Particulars IOH

Frequency of Examination9 months

+ 30 days

– 0 days

14.3

Carry out coach insulation test as per item no. 5.8 of

code of practice for prevention of fire. (RDSO/ PE/ O/

0008-205, Rev. „0‟ dt. Oct. 2006).

14.4Clean the electrical control/ cubicle and terminal boxes/

terminal boards, remove dust.

14.5

Check the locking and securing arrangement for the

door and covers of control/ power cubicle and terminal

boxes/ terminal boards/ fuse distribution boards.

Rectify or replace if necessary.

14.6 Check supply to laptop/ mobile charging points.

Phase II - Module No. STC-GS-1

S.No Particulars IOH

Frequency of Examination9 months

+ 30 days

– 0 days

15.0 Lights

15.1

Open each fitting and clean properly from inside and outside.

Ensure free operation of locking mechanism and replace

defective fitting.

15.2 Replace rusted fittings and fittings with damaged surface.

15.3Check all the lights for proper working. Rectify or replace if

necessary.

15.4Check all light switches for their condition and proper

working. Replace defective switches.

15.5Check up all lighting circuit fuses for correct rating and

replace if necessary.

Phase II - Module No. STC-GS-1

S.No Particulars IOH

Frequency of Examination9 months

+ 30 days

– 0 days

16.0 Fans

16.1Check and clean plastic fan blade and ensure that there

is no crack on the blade or hub.

16.2Check the leakage current, if greater than 300 micro

Amps. Then replace capacitor in AC fan.

16.3 Ensure proper fixing of fans and locking arrangement.

16.4Check for abnormal sound, rectify or replace, if

needed.

Phase II - Module No. STC-GS-1

S.No Particulars IOH

Frequency of Examination9 months

+ 30 days

– 0 days

17.0 Pre-cooling Unit

17.1 Clean rectifier unit externally with dry compressed air.

17.2 Clean and check terminal box connections.

17.3Load the pre-cooling unit to its maximum capacity and

check for any overheating.

17.4Check the pre-cooling socket pins and its fixing

arrangement.

Phase II - Module No. STC-GS-1

S.No Particulars IOH

Frequency of Examination9 months

+ 30 days

– 0 days

18.0 General

18.1Check log- sheet of last trip and attend all the faults

recorded in the log sheet.

18.2

Run the plant for half an hour. Check system

operation, specially the following :

1. Suction pressure gauge reading should be 2-3

Kg/cm2.

2. Discharge pressure gauge reading should be 10 –

14 Kg/cm2.

Phase II - Module No. STC-GS-1

S.No Particulars IOH

Frequency of Examination9 months

+ 30 days

– 0 days

18.2

3. Oil pressure should be minimum 3.0 kg/cm2 above

suction pressure.

4. Suction should be cold and sweaty. Delivery should

be very hot and liquid line should be warm.

5. Feel the expansion valve by hand. It should be cold.

6. Ensure setting of fresh air damper.

18.3Record the battery voltage on LOAD and NO LOAD

conditions.

18.4 Adjust the air diffuser for air distribution.

Phase II - Module No. STC-GS-1

S.No Particulars IOH

Frequency of Examination9 months

+ 30 days

– 0 days

ROOF MOUNTED AC PACKAGE UNIT

19.0 Control Panel

19.1Check the log sheet and attend the defects noticed

during run as reported by escorting staff.

19.2

Clean the panel with vacuum cleaner or compressed air

and check for any loose connections. All cable entry

holes to be provided with grommets.

19.3 Check that all legend plates inside the control are intact.

Phase II - Module No. STC-GS-1

S.No Particulars IOH

Frequency of Examination9 months

+ 30 days

– 0 days

19.4 Check that glass cover over indication PCB is intact.

19.5

Check and clean the power and control contractors and

clean copper contact tips of contactors by suitable

chemical agent.

19.6Check the connection of switchgear terminal blocks for

overheating and tightness.

19.7 Check rotary switches for proper working.

Phase II - Module No. STC-GS-1

S.No Particulars IOH

Frequency of Examination9 months

+ 30 days

– 0 days

19.9 Check the working of gauges, voltmeters and ammeters.

19.10

Take IR of live terminals to body for power and control

supply with 500 V megger and it should be more than 2

M ohms.

19.11Check panel doors for proper closing and locking.

Check the door locks and hinges.

19.12Check all safety and protection devices for their proper

working.

Phase II - Module No. STC-GS-1

S.No Particulars IOH

Frequency of Examination9 months

+ 30 days

– 0 days

19.13Replace defective/ by passed components including

indicator LEDs and lamps, if any.

19.14 Check proper working of electronic thermostat.

19.15

Remove the out going wires from MCB 7, in case of

scroll compressor. (There is no provision of crank case

heater in scroll compressor)

19.16Clean accumulated dust over sensor of electronic

thermostat.

Phase II - Module No. STC-GS-1

S.No Particulars IOH

Frequency of Examination9 months

+ 30 days

– 0 days

19.17 Electronic thermostat

a. Clean the dust on the temperature sensor.

b. Calibrate the temperature sensor by digital contact

type calibrated temperature meter having probe

sensor.

c. Ensure the functional working of Display unit.

d. Check the cut in the cable of sensor and replace

damaged/ cut cable by new cable.

Phase II - Module No. STC-GS-1

S.No Particulars IOH

Frequency of Examination9 months

+ 30 days

– 0 days

19.17 Electronic thermostat

e. Ensure the connector for sensor i.e. Amphenol make

no. MIL – C – 5015 type 4 pin connector with

model no. MS 3106 R – 14S – 2S – 3202 & MS

3106 F – 14S – 2S – 3202 series for controller box

and sensor both. If not matched, replace by

Amphenol make series connector. Ensure the

interchangeability of one make sensor with other

make sensor.

Phase II - Module No. STC-GS-1

S.No Particulars IOH

Frequency of Examination9 months

+ 30 days

– 0 days

f. Correct the by pass connection for manual operation

and ensure the auto mode operation of electronic

thermostat.

g. Ensure the single setting of temperature i.e. cut in 25

degree C – cut off 23 degree C in summer and 19 cut

in 21 cut off in winter.

h. Ensure that the insulation resistance is more than 20

Mega ohms. If less, take corrective action.

Phase II - Module No. STC-GS-1

S.No Particulars IOH

Frequency of Examination9 months

+ 30 days

– 0 days

20.0 RMPU

20.1 Replace all fresh air and return air filters

20.2 Clean all air bellows and ducts.

20.3 Check the condition of cables and conduits.

20.4

Check the working of all motors and take their IR values

with 500V megger and record the same. IR should be

more than 2 M ohms. If found less, take corrective action.

20.5Check all the motors for abnormal sound by shock pulse

meter and replace the bearings, if necessary.

Phase II - Module No. STC-GS-1

S.No Particulars IOH

Frequency of Examination9 months

+ 30 days

– 0 days

20.6 Check all the earthing wires provided on the equipments.

20.7Check and clean condenser fan blades and ensure that

there is no crack on the blades or the hubs.

20.8Check anti-vibration mounting pads of compressor,

condenser and blower motors and replace if necessary.

20.9

Check the working of HP, LP and control pressure

cutouts. Check the working of internal heat protection of

motors, if any.

Phase II - Module No. STC-GS-1

S.No Particulars IOH

Frequency of Examination9 months

+ 30 days

– 0 days

20.10Check the condition of latch for securing the evaporator

compartment cover.

20.11 Ensure proper clamping of all the refrigerant pipelines.

20.12 Check the condition of drainpipes and clean it.

20.13

Check heater tripping when blower MCB is off. (Shall be

read as below)

Check heater tripping through VANE Relay, OHP 1 & 2.

20.14 Check the working of RMPU.

Phase II - Module No. STC-GS-1

S.No. Particulars IOH

Frequency of Examination

9 months

+ 30 days

– 0 days

20.15

Run the plant for half an hour and check the current

drawn by various equipments with the help of

clamp tester. Normal currents for various

equipment and mode of operation shall be as

under:-

Package in cooling mode : 20 – 23 Amp.

Package in heating mode : 11 – 13 Amp.

Compressor motors : 7 – 10 Amp.

Condenser motors : 1.5 – 2 Amp.

Blower Motor : 1.5 – 2.5 Amp.

Phase II - Module No. STC-GS-1

S.No. Particulars IOH

Frequency of Examination

9 months

+ 30 days

– 0 days

20.16 Check working of all over load relays.

20.17

Check for proper operation of time delay relays

provided in compressor circuit. As soon as power

supply is switched `ON‟ first compressor should

come in circuit after 2 minutes and the second one

after 2.5 minutes.

20.18

Check working of both Roof Mounted Package

Units (RMPUs) with either of the inverter on the

Self Generating (SG) AC coaches provided with

two package units.

Phase II - Module No. STC-GS-1

S.No. Particulars IOH

Frequency of Examination

9 months

+ 30 days

– 0 days

21.0 Inverter

The maintenance of coach inverter should only be

done through respective OEMs.

Phase II - Module No. STC-GS-1

S.No. Particulars IOH

Frequency of Examination

9 months

+ 30 days

– 0 days

22.0 Drip Tray

22.1 Clean the sludge inside the pipe walls and tray.

22.2Pour water into drip tray and ensure that the poured

water is drained through the outlet pipe.

22.3Check the normal flow of water in drip tray by

running the AC plant continuously for 2 to 3 hours.

Phase II - Module No. STC-GS-1

S.No. Particulars IOH

Frequency of Examination

9 months

+ 30 days

– 0 days

23.0 WRA ( Mono Block Type)

23.1

Clean and check complete assembly for any

defect or abnormality. Take corrective action,

if required.

23.2 Replace drain plug rubber washer.

23.3 Check proper operation of pump.

Phase II - Module No. STC-GS-1

S.No. Particulars IOH

Frequency of Examination

9 months

+ 30 days

– 0 days

24.0 Microprocessor Controller for RMPU

24.1Check the insulation resistance. If less, take corrective

action.

24.2Check on/ off switch for proper working. Replace

defective switch.

24.3Check LED for proper working. Rectify or replace, if

necessary.

24.4Clean the dust on the temperature sensor and humidity

sensor.

Phase II - Module No. STC-GS-1

S.No. Particulars IOH

Frequency of Examination

9 months

+ 30 days

– 0 days

24.5Calibrate the temperature sensor by digital contact

type calibrated temperature meter having probe sensor.

24.6Calibrate the humidity sensor by digital contact type

calibrated humidity meter.

24.7Check the cut in the cable of sensor and replace

damaged/ cut cable by new cable.

Phase II - Module No. STC-GS-1

S.No. Particulars IOH

Frequency of Examination

9 months

+ 30 days

– 0 days

24.8

Correct the by-pass connection for manual operation

and ensure the auto mode operation of micro-processor

controller.

24.9

Ensure the set temperature and night start hours and

night end hours for sleep mode operation. The data

should be in memory after once switch off and switch

on again.

Phase II - Module No. STC-GS-1

S.No. Particulars IOH

Frequency of Examination

9 months

+ 30 days

– 0 days

25. Testing

25.1

Generation testing should be conducted on SGAC

coaches by running both alternators through dyna

drive on full coach load.

26.0Load sharing testing of alternators in SGAC

coaches shall be done.

27.0Generation testing in TL coaches shall be

done.

Phase II - Module No. STC-GS-1

SMI and MS issued time to time by RDSO will

be followed and maintenance schedule shall be

up dated accordingly.

Phase II - Module No. STC-GS-1

S.

No.Items

Every IOH

(12

Months)

Remarks

1. „V‟Belt Y

RDSO letter No.

EL/7.2.1 dtd.

24.03.2014

2. Suspension Bush Y

3. Air Filters of RMPU Y

4.Alternator tension

rod sleeveY

Phase II - Module No. STC-GS-1

Phase II – Module No. STC-GS-1

Phase II – Module No. STC-GS-1

Phase II – Module No. STC-GS-1

These LHB variant new generation non ac passenger

coaches are being manufactured with stainless steel shells

to increase the life span of coaches.

These coaches have better parameters of passenger

comfort, safety and reliability in comparison to

conventional ICF design coaches.

These coaches are fitted with FIAT bogies and supplied by

power cars as in EOG system.

Phase II – Module No. STC-GS-1

The End on Generation (EOG), Linke Hoffmann Bosch (LHB)

variant Non AC (TL) coaches can be broadly classified into

following types:

LHB variant General Second

Class EOG Non AC Coaches

LHB variant 3 Tier Sleeper EOG

Non AC Coaches

LHB variant EOG Non AC Chair

Car

= LS

= LWSCN

= LWSCZ

Phase II – Module No. STC-GS-1

Exteriors and Interiors views of LHB EOG NON

AC GS Coaches

Phase II – Module No. STC-GS-1

Exteriors and Interiors views of LHB EOG NON AC 3

Tier Sleeper Coaches

Phase II – Module No. STC-GS-1

Exteriors and Interiors views of LHB EOG NON AC

Chair Car

Phase II – Module No. STC-GS-1

LHB variant non AC EOG coaches are equipped with 9/15

kVA step down transformers for stepping down 750 V, 3 Φ AC,

4 wire, 50 Hz supply to 415 V/ 190V, 3 Φ AC, 4 wire, 50 Hz

supply.

Power cars at both ends take entire load of whole rake, which

includes air conditioning (if AC coaches in rake), light and fan

circuit, and regulated battery charger circuit and mini pantry

equipment (if chair cars in rake).

Each power car has two DG sets (normally out of which one

DG set is standby).

Phase II – Module No. STC-GS-1

End ON Generation System

• The neutral point of the 3 phase winding of the generator is

solidly earthed in the power cars.

• The neutral conductor of the 750 volts, 3 phase, 4 wire

system shall not be earthed at any other point in the rake

composition.

ALT. ALT. ALT. ALT.

GENERATOR

CAR

GENERATOR

CAR

FEEDER - I

FEEDER - IICOACHESCOACHES

Phase II – Module No. STC-GS-1

Constant voltage regulated battery charger.

Onboard Switch Board panel with controls of lighting and

fan and their fuses.

Under slung panel for 750 volt and 415/ 190 volt supply.

Onboard supply only 110 volt dc and 190/110 V ac for

mobile charging sockets.

Phase II – Module No. STC-GS-1

Provision of Dry type Transformer without encapsulation.

Elegant interior light fittings.

Integrated modular mini pantry unit in Chair cars.

Provision of Measuring and Monitoring relays in Feeder

circuit.

Wheel set earthing equipment for high life of axle bearings.

Provision of under slung mounted earthing and

disconnecting device.

Phase II – Module No. STC-GS-1

Provision of under slung mounted water raising mono

block pump with pump controller (in 3 tier sleeper

coaches only). As per Railway board L. no.

2010(M)(PU)/1/28 dtd. 06.03.2012, overhead water tanks

are to be provided and water raising mono block pump

are to be eliminated.

Cable protection system with IP-67 protection and UL-94

V0 fire retardancy.

Phase II – Module No. STC-GS-1

Provision of Emergency Feed Terminal (EFT) in future

coaches and the same is to be implemented during POH in

existing coaches.

Provision of Battery Charging Terminal (BCT) in future

coaches and the same is to be implemented during POH in

existing coaches.

Phase II – Module No. STC-GS-1

S.No ITEM

Reference

Specification/

Drawing

Second

class

(LS)

3 Tier

Sleeper

(LWSCN)

Chair

Car

(LWSCZ)

1. Set of panelRCF EDTS-

355,REV-1,AM-2

2.

Transformer,9KV

A/15kva,750/415

/ 190V AC

RDSO/PE/SPEC/

TL/0158-

2010,REV-0,

Type-Ist

(9 kVA)

(9 kVA)

(15 kVA)

Phase II – Module No. STC-GS-1

S.No ITEM

Reference

Specification/

Drawing

Second

class

(LS)

3 Tier

Sleeper

(LWSCN)

Chair

Car

(LWSCZ)

3.VRLA battery,

110v, 70 Ah

RDSO/PE/SPEC/

AC/0009-

2008,REV-1,AM-

1,ANNX-A

4.

Constant voltage

regulated battery

charger

RDSO/PE/SPEC/

AC/129-2009,

REV-1

5. fuse box (+ve)RCF LW71001

Alt. f

6. fuse box (-ve)RCF LW71002

Alt. f

Phase II – Module No. STC-GS-1

S.No ITEM

Reference

Specification/

Drawing

Second

class

(LS)

3 Tier

Sleeper

(LWSCN)

Chair

Car

(LWSCZ)

7.Charging

Terminal (BCT)

RDSO/PE/SK/TL/

0179-2014 Rev.

‘0’

8.Emergency feed

terminal (EFT)

RDSO/PE/SK/TL/

0179-2014 Rev.

‘0’

9.

100 VA

Transformer

750/110 V for

Feeder contactor

control

Phase II – Module No. STC-GS-1

S.No TEM

Reference

Specification/

Drawing

Second

class

(LS)

3 Tier

Sleeper

(LWSCN)

Chair

Car

(LWSCZ)

10.

Zs coupling, 400

Amp, 750v,3-ph,

50hz

RCF EDTS-

105,REV-E,AM-

1,2 & 3, CORE-

1,TYPE-Ist

11.Feeder junction

box

RCF EDML-

020,REV-I

12.

Wheel set

earthing

equipment

RCF EDTS-

101,REV-C,AM-1

Phase II – Module No. STC-GS-1

S.No TEM

Reference

Specification/

Drawing

Second

class

(LS)

3 Tier

Sleeper

(LWSCN)

Chair

Car

(LWSCZ)

13.

Self priming

mono- block

pump- (To be

eliminated as per

Railway Board

Directives)

RCF EDTS-186,

REV-A, AM-1 & 2 --- ----

14. BLDC Fan

RDSO/PE/SPEC/T

L/ 0021-2005,

REV-2,COR-1,

BLDC

Phase II – Module No. STC-GS-1

S.No TEM

Reference

Specification/

Drawing

Second

class

(LS)

3 Tier

Sleeper

(LWSCN)

Chair

Car

(LWSCZ)

15.Exhaust Fan for

Lavatory

16.Fluorescent

lamp(FL)RCF CC76213 --

17. FL, CFL double RCF LW76055 -- --

18.

Emergency

Lighting Unit

(ELU)

RCF EDTS-

151,REV-C,AM-1

& 2

Phase II – Module No. STC-GS-1

S.

No.ITEM

Reference

Specification/

Drawing

Second

class

(LS)

3 Tier

Sleeper

(LWSCN)

Chair

Car

(LWSCZ)

19.

Passenger alarm

coach indication light

(PACIL)

RCF LW76005 --- ---

20.

Passenger alarm

reservation chart

indication light

(PARCIL)

RCF CC76238 ---

21.Door way light (DL)

/ gangway light (GL)RCF CC76216

Phase II – Module No. STC-GS-1

S.

No.ITEM

Reference

Specification/

Drawing

Second

class

(LS)

3 Tier

Sleeper

(LWSCN)

Chair

Car

(LWSCZ)

22. Lavatory light (LL) RCF LW76033

23. Night lamp (NL) RCF CC76289 -- --

24.Switch plate

assembly

RCF EDML-

127,REV-0, -- ---

25.Switch plate

assembly

RCF EDML-

086,REV-4,-- ---

26.Switch plate

assembly

RCF EDML-

125,REV-0,-- --

Phase II – Module No. STC-GS-1

S.

No.ITEM

Reference

Specification/

Drawing

Second

class

(LS)

3 Tier

Sleeper

(LWSCN)

Chair

Car

(LWSCZ)

27. Set of cage clampRCF CC72069/

CC72070

28.

Distribution panel

for pantry

equipments

RCF CC72172 -- --

29.Material list for

compartment light

RCF EDML-126,

REV-1-- --

30.Mini pantry (LHB

EOG type)

RCF EDTS-339,

REV-B-- --

Phase II – Module No. STC-GS-1

The set of panels comprises of the various cubicles

consisting of power and control switchgear as mentioned

below:

i. High Voltage Cubicle (under-slung mounted)

ii. Battery Charger Box (under-slung mounted)

iii. Low voltage panel (onboard)

Phase II – Module No. STC-GS-1

(i) High Voltage Cubicle (under-slung mounted)

This fabricated stainless steel cubicle is mounted

in under-slung in the coach.

UNDER SLUNG HV PANEL

Phase II – Module No. STC-GS-1

This panel houses the disconnecting and earthing device,

switchgear and fuses for 750 V, 415 V, 190 V, 110 V,

Pump controller, Anti skid device, MMR, RCBO

(Residual Circuit Breaker with Overload), rotary switches

for feeder selection etc.

From the front of the panel all the equipment can be

access for.

For maintenance front covers are provided with hinges

and locking arrangement. The box is earthed with two

earthing terminals on top and bottom.

Phase II – Module No. STC-GS-1

o Disconnecting and Earthing Device

A disconnecting and

earthing device along-with

high voltage fuses is

mounted inside the panel.

It is an OFF load device

rated for 63 amps at 750

volts fed from Generator

Car through ZS couplings.

It has two positions ON &

EARTH.

Phase II – Module No. STC-GS-1

Contactor K01

Fuses net1

Contactor K 02

Contactor K24, K25

Fuses net2

The main function of this device is to separate the two feeders

(input supply) and simultaneously earthing 750 volts ac network

of the coach in case of emergency like contactor jamming or

maintenance of coach even during running of coaches.

HV 750V Panel

Phase II – Module No. STC-GS-1

Low voltage fuses for transformer secondary and other

415/190 volt circuit fuses and RCBO (Residual Circuit

Breaker with Overload)

415/ 190 V Panel

Phase II – Module No. STC-GS-1

Battery Charging connection

Battery charging

fuses and

connections

Phase II – Module No. STC-GS-1

Rotary switch for selecting net-1, OFF, net-2.

Rotary switch for selecting remote and local control of

supply.

Rotary switch for local/

remote selectionRotary switch for

feeder selection

Rotary Switch Control with Remote

Phase II – Module No. STC-GS-1

(mono block pump and pump controller to be discontinued in

future production by PUs)

Anti Skid Device

Pump Controller

Pump controller and Anti Skid Device

Phase II – Module No. STC-GS-1

Constant Voltage Regulated Battery Charger is

provided for rectifying ac supply into dc for

providing power supply in the coach at 110 V dc

and at the same time to charge the VRLA batteries

provided in the coach.

The under-slung mounted totally enclosed, IP 53

ingress protection cubicle houses the regulated

battery charger along-with connectors.

(ii) Regulated battery Charger

Phase II – Module No. STC-GS-1

The battery charger is forced air cooled, IGBT based and

DSP (digital signal processor) controlled working on a

nominal input supply of 415 V, 3 phase, 50 Hz fed from

750/415 V transformer.

Phase II – Module No. STC-GS-1

This is a 3 phase dry type distribution transformer designed

for LHB type NON AC EOG coaches for providing power to

coaches from 750 V supply of power cars.

There are two types of transformer i.e. type I- 9 kVA for

general IInd class and 3 tier sleeper coaches (train lighting

load 6.5 kVA-415V + 2.5 kVA -190V AC) and

Type II 15 kVA for chair cars (pantry load and train lighting

load 12.5 kVA- 415V+ 2.5 kVA 190V AC).

Both types of the transformers are star- star-star connected,

dry type and air cooled.

Phase II – Module No. STC-GS-1

The class of insulation of winding is

class ‘H’.

Transformer is fitted under slung

with 4 nos. anti vibration mountings.

Following protection fuses are

provided in transformer:

• For 9 kVA transformer-

HT HRC fuse 3.3 kV, 20 Amps. – 3 nos.

LT HRC fuse 500 V, 16 Amps – 6 nos.

• For 15 kVA transformer-

HT HRC fuse 3.3 kV, 32 Amps. – 3 nos.

LT HRC fuse 500 V, 32 Amps – 6 nos.

Phase II – Module No. STC-GS-1

Transformer is housed in stainless steel housing with IP 67

protection and over all dimensions, construction and

mounting of the transformer is same as in 60 kVA

transformer of LHB AC coaches.

Phase II – Module No. STC-GS-1

VRLA battery requires no topping up under normal

working conditions and minimal maintenance during

lifetime of battery.

It has self sealing safety valve, which normally does not

open out during service.

These coaches are provided with 9 modules of 12 volt

70Ah, VRLA battery in series in one battery box mounted

in under-slung.Battery Box & Batteries

Phase II – Module No. STC-GS-1

The auxiliary power required for charging is supplied by a

regulated battery charger at constant voltage based as

required by the battery.

Current limit for battery charging is 20 Amp at constant

voltage with the voltage setting at 122.0 ± 1.0 volt.

Phase II – Module No. STC-GS-1

Battery Module Salient Features

• Capacity : 12 V, 70 Ah (at 27° C) battery module

• Container : PP-CP (Poly Propylene Co-Polymer)

V2 grade/ ABS (Acrylonitrile

Butadiene Styerene) FR V2 grade

• Rate of Discharge : 10 hr

• Handle is provided on container instead of lid.

Phase II – Module No. STC-GS-1

Battery fuse boxes (+ve and –ve) are provided in under frame

supported on brackets by fixing bolts.

These boxes are properly earthed by earth cable. These are totally

covered and locked by hinged bolts.

Battery Fuse Box (+ve) Battery Fuse Box (-ve)

• Fuse Rating +ve 40 Amp/ 660 V = 01 no. as

• Fuse Rating -ve 40 Amp/ 660 V = 02 nos.

Phase II – Module No. STC-GS-1

Under-frame mounted Inter-vehicular coupler unit are

used for transmission of 3 phase, 5 wire, 750 V, 50 Hz

power supply from power cars to rake/ coaches (LHB

type) working on End On Generation (EOG) system.

Various sub assemblies of IVC are given as under:

• Jumper Plug Assembly – 2 nos.

• Coupling Socket Assembly– 2 nos.

Phase II – Module No. STC-GS-1

Jumper Plug

AssemblyBlind Socket

Assembly– 2 nos.

Ratchet Assembly

Coupling

Socket

Assembly

ZS Coupling

Phase II – Module No. STC-GS-1

Two types of feeder junction boxes are provided on the

LHB coaches as given under:

Feeder Junction Box Socket Side

• Feeder junction box-

plug side – 2 nos.

• Feeder junction box-

socket side– 2 nos.

Phase II – Module No. STC-GS-1

Wheel set earthing equipment for the wheel set is provided

to prevent return current flow through the axle bearings

and likely damage.

Thus the earthing contact system acts as a current bridge

that creates a connection by means of wiper contact

(brush) from the stationary bogie frame to the rotating

wheel set.

Phase II – Module No. STC-GS-1

i. Wheel set earthing equipment with stainless steel braided

earthing cable.

ii. Earthing resistor assembly 0.1 Ohm with mounting bracket

and grounding cable – 3 sets

This set comprises following subassemblies per bogie:

Wheel set and earthing equipment Earthing resistor assembly

Phase II – Module No. STC-GS-1

Resistances are provided to restrict the return current from

certain bogie parts and providing return current path

through pre-determined low resistance path.

Phase II – Module No. STC-GS-1

Mono-block pump set are used on non AC 3 tier sleeper

coaches for lifting water from main tanks mounted on the

under-frame to auxiliary tanks.

The water raising 3 phase horizontal centrifugal self-

priming mono-block pump with thermal switch as

protection device embedded in the motor.

{To be discontinued in future production as per Railway

Board L. No. 2010/M (PU)/1/28 dtd. 06.03.2012}

Phase II – Module No. STC-GS-1

The pumps are mounted on the under-frame on a cradle

arrangement with interconnecting stainless steel piping

arrangement.

Microprocessor based pump controller is programmed for

alternate loading of pumps during operation, isolation of

faulty pump, overload protection, running time etc.

The pump controller is located in 750 V HV panel in under

frame.

• The nominal input voltage to controller is 110 V AC/DC.

Phase II – Module No. STC-GS-1

• The controller is preset to run one of the pumps for a

period of 4 hrs. (adjustable) continuously and then

automatically switch over to the other pump for same

duration to enable equal loading of the pumps.

• In the event of failure of any one of the pumps, the

controller automatically switches over to the other

pump.

• It is also possible to run the pumps in manual mode by

selection through a rocker switch provided on the

controller.

Phase II – Module No. STC-GS-1

Pump controller Mono-block pump set

Phase II – Module No. STC-GS-1

The on-board panel houses the rotary switch panel as

used in conventional coaches for distribution of light and

fan.

This also houses rotary switch for feeder selection to

select the feeders as provided in the under-slung HV

cubicle and rotary switch for mobile charging socket

along-with connectors, push button for testing AEL is

also provided in this box.

Phase II – Module No. STC-GS-1

5

6

7

8

4

On Board Rotary Switch Panel

1

2

3

1. Test push button for ELU

2. RSW for feeder selection

3. RSW for charging socket

4. HRC fuse for charging socket

5. Rotary switch for L1

6. Rotary switch for LII

7. Rotary switch for fan

8. Rotary switch for SPM I, II

Negative Fuse

40 amp.

Phase II – Module No. STC-GS-1

Brushless DC carriage fans of sweep 400 mm, working on

110 V DC supply are being provided in railway coaches

which requires minimum maintenance.

BLDC Fan

Phase II – Module No. STC-GS-1

• Dark Green : BLDC fan without hall sensor

• Dark yellow : BLDC fan with hall sensor

A band of colour of about 20 mm wide over the

periphery of the fan body approximately at its middle

portion is applied as a colour code for the following:

Phase II – Module No. STC-GS-1

Fluorescent light (FL) fitting works at 110V AC/DC

ballast and is provided with poly carbonate diffusers.

These fittings are provided in general IInd class coaches

and in 3 tier sleeper coaches.

Flotescent Light Fitting

Phase II – Module No. STC-GS-1

In chair car ceiling light double FL fitting are provided.

These fittings comprise 2 nos. 14 watt T-5 lamps and

LED light for night lamp inbuilt in the fitting.

Phase II – Module No. STC-GS-1

This unit has an inbuilt charger, adequately rated battery

and interlocks.

In General lighting inside the coach is provided by 110 V

AC or 110 V DC supply from battery.

During extreme emergencies

like derailments and

accidents, the supply system

fails causing total darkness

inside the coach.

Emergency Lighting Unit

Phase II – Module No. STC-GS-1

To facilitate easy exit of passengers and their immediate

rescue during such emergencies, these emergency lights are

provided.

These lights are provided in doorways and inside the coach

(4 nos. in each coach) which will illuminate automatically

on failure of normal power supply or dropping of supply

voltage to a certain value inside the coach simulating

accident conditions.

These light fitting can work up to 6 hrs continuous

illumination.

Phase II – Module No. STC-GS-1

Each emergency light unit consists VRLA battery of 6 AH

capacity fixed inside the unit and LED cluster type lamp unit.

Healthiness of battery voltage is indicated by one AMBER

colour LED and if battery is discharged, a RED colour LED

glows.

Phase II – Module No. STC-GS-1

In each coach 2 nos. gangway/ doorway lights are

provided each consisting 2 nos. 11 watt CFL with

individual electronic ballast. Ballast is suitable for 110

V AC/DC supply.

Phase II – Module No. STC-GS-1

Lavatory light fitting with 11 watt CFL and electronic

ballast for individual lamp is provided. Ballast is suitable

for 110 V AC/DC supply.

Phase II – Module No. STC-GS-1

These lamps are provided in 3 tier Sleeper coaches. Night

light fitting (LED based) are provided with bright white

high intensity LEDs and acrylic milky diffuser.

Sticker indicating berth

number are pasted on

night light lamp.

Night Light – LED Type

Phase II – Module No. STC-GS-1

Passenger Alarm Coach Indication Light

Phase II – Module No. STC-GS-1

For LS/GS coaches

• In 2nd general coaches 2 nos. fan

switches and 1no. switch and 1 no. 5

pin mobile charging socket on each

switch boards are mounted and total

20 nos. (10 nos. cabin side + 10 nos.

corridor side) are provided in coaches.

• 1 no. 500 mA glass fuse is provided in

phase wire in mobile charging socket

with fuse holder.

Phase II – Module No. STC-GS-1

For 3 tier sleeper coaches

• In 3 tier sleeper coaches switch

plate assembly complete with

polycarbonate cover frame and

powder coated steel plate with 4

nos. ON-OFF switches (2 nos. fan

switches and 1no. light switch and

1 no. mobile charging switch) and

1 no. mobile charging socket with

2 nos. 500 mA glass fuses (one

each in phase & neutral wire)

with fuse holders are provided on

either side of each cabin.

Phase II – Module No. STC-GS-1

For Chair Car

• In chair car switch plate assembly

complete with polycarbonate cover frame

and powder coated steel plate with 3 nos.

ON-OFF switches (2 nos. fan switches

and 1 no. mobile charging switch) and 1

no. mobile charging socket are provided.

(16 nos. in a car)

• 1 no. 500 mA glass fuse is provided in

phase wire in mobile charging socket with

fuse holder.

Phase II – Module No. STC-GS-1

No MCBs are provided.

High voltage panel with regulated battery charger are

provided under slung.

Only 190/110V AC and 110 V DC provided in On-

board panel.

These coaches are HOG compatible.

Phase II – Module No. STC-GS-1

Provision of stainless steel cubicles for under slung

panels.

In the original design coaches, the feeder contactors

(K01, K02) are with 110 volts DC control, however it is

modified and these have been changed to 110 volts AC

control by providing 2 nos. 100 VA transformer

750/110V.

Provision of 500 mA glass fuse for individual mobile

charging socket.

Phase II – Module No. STC-GS-1

• The lights are arranged in two circuits (L-I, L-II) and fans

in one circuit-F, each controlled by a rotary switch. Each

circuit of lights and fans is protected by HRC fuse which

acts as back up protection in case of any short circuit fault,

isolating the faulty circuit only.

(Ref: RDSO Specification No. EL/TL/48 (Rev.1) –2005)

Phase II – Module No. STC-GS-1

Rotary

Junction Box

• The circuit L-1 have essential/emergency lighting circuit

which also include all Lavatory lights, 50% of

compartment lights, doorway lights, Night lights in all

types of IInd Class coaches. The L-II light circuit feeds all

the balance lights in the coach.

Phase II – Module No. STC-GS-1

• Glass fuses of proper rating protect

the branch circuits for lights and

fans. These glass fuses are located

on a distribution fuse board.

Fuse Distribution Boards

• All branch circuits are protected by the fuses, both on

negative and positive sides. The grouping of negative wires

is done in such a manner that the group load is within the

capacity of the distribution fuse board and arrangements are

identical on positive and negative sides.

Phase II – Module No. STC-GS-1

Colour Code:

• For easy identification of the cables, the various circuits

have colour code as indicated below:

Paralleling main and fan positive cables …….… Red

Light positive cables. …………………..… ……Yellow

Fan negative cables ………………………..…… Black

All other negative cables except fan negatives … Blue

• Positive and negative wires run in separate conduits on

opposite side wall of the coach.

Phase II – Module No. STC-GS-1

a. Hot case 01 no.

b. Refrigerating unit (Bottle cooler) 01 no.

c. Storage compartment with sink 01 no.

d. Water boiler 01 no.

e. Bottle cooler/ deep freezer 01 no.

f. Cup board 01 no.

Mini pantry equipment for LHB EOG Non AC chair car

comprises following equipment made of stainless steel:

Phase II – Module No. STC-GS-1

The hot case is meant to keep

warm and warm up

respectively precooked

dishes in casseroles. Hot case

is divided into 2 separate

parts. The temperature of

these divisions is separately

controllable by thermostat

switches.

Phase II – Module No. STC-GS-1

Overall dimensionsH = 1095 mm.

W = 850 mm

D = 515 (475 + 40) mm

Power supply 230V +/- 10%, 50Hz +/- 3%

Thermostat Range 30°C to 110°C

Trays34 nos. x 3 mm dia stainless steel wire mesh

trays

Phase II – Module No. STC-GS-1

The hot case is provided with a circulating air system

(blower) to maintain evenly warm up.

In order to maintain uniform temperature inside the

compartments, thermostatic control is provided and

initially set at 80°C.

A safety thermostat at factory preset is provided to avoid

excessive heating of the cabinet in case of blower motor

failure.

Phase II – Module No. STC-GS-1

Item Brief description Qty.

Hot air fan/ Blower

Cat. No. QLZ06/3000(LH)

Cat. No. QLZ06/0030(RH)

Insulation class ‘H’

01

01

Tube air heating

elements

M/s Escorts/ Eichen make 300mm long

(maximum)02

Rotary switch 16A,

2pole, 2 way with OFFSG 16/61079 02

Indicators (LED type)

i. Red

ii. Green

For blower & heater ‘ON’

For power ‘ON’

04

01

Thermostat Model No. EWS 110 2

Safety thermostat Temperature setting shall be at 95°C 2

Trays 3mm dia stainless steel wire mesh trays 34

Phase II – Module No. STC-GS-1

To keep the 120 nos., 1 litre

bottles of drinking mineral water

bottles at a temperature level of

3°C to 5°C refrigeration unit is

provided.

A circulating fan is provided at

the top of the unit for air

circulation and uniform cooling.

Phase II – Module No. STC-GS-1

a. Overall dimensions

H = 1750 mm

W = 550 mm

D = 515 mm (including door)

b. Power supply 230V +/- 10%, 50Hz +/- 3%

c. Thermal insulationFoamed polystyrene (Styrofoam) or

polyurethane foam

d. ThermostatDanfoss KP-61/ALCO/Honeywell

make

e. Compressor R134a charged compressors

f. Condenser and evaporator coilscomprise of copper tubes and

aluminium fins

g. Condenser and evaporator fans impeller 230mm dia type-A

h. Shut off valve indfoss/ danfoss make.

Phase II – Module No. STC-GS-1

To keep the food/ drinks in cold storage, a refrigeration

unit is provided for different cooling temperatures. The

refrigeration unit consists of the following compartments:

Deep freezer compartment

The deep freezer is to freeze and preserve ice cream. The

permanent temperature setting shall be at least -18°C. The

temperature setting range is from -18°C to -25°C.

Phase II – Module No. STC-GS-1

• Cooling compartment

The cooling compartment is to simultaneously cool curd & other

cartons to a temperature level of 3°C to 5°C. The unit have

shelves/ trays for storing the cartons vertically pulled out for

easy handling.

• Bottle cooler compartment

The bottle cooler is to

simultaneously cool 12 nos., of

1 litre bottles of drinking water

to a temperature level of 3°C to

5°C.

Phase II – Module No. STC-GS-1

a. Overall dimensions

Height = 775mm

Depth = 520 mm

Width = 850mm

b. Max. Power 400 Watts

c. Operating voltage 230V +/- 10%, 50Hz +/- 3%

d. Thermostat make/Range

Dan Foss KP-61/Alco/Honeywell make

i. Deep freezer:- 18°C to -25°C

ii. Bottle cooler: 0 to + 10°C

iii.Cooling compartment : 0 to +10°C

e. Thermal insulationFoamed polystyrene (Styrofoam) or

polyurethane foam

Phase II – Module No. STC-GS-1

f. Compressors R134a charged compressors

g. Condenser and evaporator fans Impeller 230mm dia type-A

h. Condenser and evaporator coilsComprising of copper tubes and

aluminium fins

i. Shut OFF valve Indfoss/ Danfoss make

Phase II – Module No. STC-GS-1

• The water boiler is rectangular

type design. Indications are

provided on the terminal box

for power ‘ON’ and heater

‘ON’

Phase II – Module No. STC-GS-1

a. Capacity of water boiler 25 liters (approx.)

b. Power supply 230V AC ±10% 50Hz±3%

c. Heating element2 x 1500 Watt tube type emersion heating

element

d. Thermostat Range 40-110°C to IS:3017 (latest)

e. Overall dimensions

Height = 675mm (max.) (600 + 75mm)

Width = 275mm (max.)

Depth = 380mm (max.)

f. Thermal insulationRock wool plate/ bonded mineral wool

having bulk density of 40-50 Kg/Cu.m

g. Water Inlet 15mm bore stainless steel pipe

h. Water outlet 15mm bore stainless steel pipe

Phase II – Module No. STC-GS-1

• Below the water boiler an open

cupboard compartment is

provided. This comprises a

stainless steel work surface with

a surrounding raised edge (no

slanting drip surface) and drawn

type sink to dimensions 330 x

255 x 125 mm.

Phase II – Module No. STC-GS-1

• A wall mounted cupboard

without door (2 shelves) is

provided for storage of vacuum

flask and cups. It is provided

with aluminium bar to prevent

the vacuum flask and cups

falling out. Unit is fabricated

form 1.0mm thick high grade

stainless steel sheet.

Phase II – Module No. STC-GS-1

SN Equipment Rating Qty/ Coach

1 Step down Transformer 750 V / 415V AC, 3 Ø, 15 / 9 kVA 1

2 Battery 120 Ah, 12 V Mono-block, VRLA9 Mono

blocks

3 Regulated ChargerInput: 415V, 3 Ø, AC, 50 HZ

Output: 110 V DC1

4.Self Priming Mono Block

Pump

3 phase 415 volt, 0.5 HP, 1.1

Amp, 2800 rpm, connection - Y,

pump size 25x25 mm, head 8 m.,

discharge 2520 LPH, insulation

class – F,

02

5.100 VA Transformer for

Feeder contactor control100 VA, 750/110 V 02

Phase II – Module No. STC-GS-1

LHB EOG TYPE NON-AC GS (LS) COACHES

Item Code Description WattageQty Per

CoachLoad In

FL Fluorescent Light 20 20 400

DL Door Way Light 20 6 120

GL Gangway Light 26 2 52

LL Lavat0ry Light 13 4 52

AEL Accidental Emergency Light 10 4 40

PACIL Passenger,alarm, Light 10 2 20

F Fan 38 30 1140

Total Load 1824

Phase II – Module No. STC-GS-1

Item

CodeDescription Wattage

Qty Per

Coach

Load

In

FL Fluorescent Light 20 20 400

DL Door Way Light 20 4 80

GL Gangway Light 26 2 52

LL Lavat0ry Light 13 4 52

AEL Accidental Emergency

Light

10 4 40

Phase II – Module No. STC-GS-1

Item

CodeDescription Wattage

Qty Per

Coach

Load

In

PARCIL

Passenger,Alarm,Cum,Re

servation Chart

Illumination Light

21 2 42

F Fan 38 30 1140

MCS Charging Socket 15 20 300

Total Load 2206

Phase II – Module No. STC-GS-1

Item

CodeDescription Wattage

Qty Per

Coach

Load In

FLFluorescent Light (28w+Nl-

2w)30 10 300

DL Door Way Light 26 4 104

GL Gangway Light 26 2 52

LL Lavat0ry Light 13 4 52

AEL Accidental Emergency Light 10 2 20

Phase II – Module No. STC-GS-1

Item

CodeDescription Wattage

Qty Per

Coach

Load In

PARCILPassenger,Alarm,Cum,Reserva

tion Chart Illumination Light21 2 42

F Fan 38 36 1368

MCS Charging Socket 15 17 255

Total Load 2193

Phase II – Module No. STC-GS-1

Phase II - Module No. STC-GS-1

Phase II - Module No. STC-GS-1Phase II - Module No. STC-GS-1

One of the methods to reduce the down time of the

coaching stock is to provide the proper tools with

modern design.

Availability of proper tools with artisan staff is essential

to enhance the productivity and quality of work.

Performance record of tools is required to be kept to

review their performance.

Phase II - Module No. STC-GS-1

1. Always use the right size and type of tool for the job being

done.

2. Keep tools in proper working condition.

3. Never alter a tool from its original condition.

4. Always wear safety goggles when using punches, chiesels,

hammers and cutting tools.

5. Never use a tool as a hammer unless manufactured for that

purpose.

Phase II - Module No. STC-GS-1

6. Never use a pipe extension to increase the leverage of any

wrench.

7. Adjustable wrenches should be tightly adjusted to the nut

and pulled so that the force is on the side of the fixed jaw.

8. Never use a pipe wrench to bend, raise or lift a pipe.

9. Ratchet mechanisms should be cleaned and lubricated

periodically with light grade oil.

10. Keep hammer heads tight on the handle. Never use a

hammer with a loose or damaged handle.

Phase II - Module No. STC-GS-1

11. Metal cutting chisels are intended for cutting, shaping and

removing metal softer than the cutting edge itself.

12. Always strike the struck base of a chisel or punch. The

striking face of the hammer should have a dia.

approximately 10 mm larger than the struck face of the

punch or chisel.

13. Never use screw drivers with rounded tips.

14. Never use a screwdriver as a chisel, punch, scraper or pry

bar. Use screw driver for screw driving only.

Phase II - Module No. STC-GS-1

(In Proper Tool Bag)

S.No. Description Qty

1.

Tool box of size 325x440x120 mm (Approx.) with fixing

arrangement for tools and locking arrangement with 2

no. keys

1 set

2.Neon bulb tester cum Screw driver set with 8 nos of

blade.1 set

Phase II - Module No. STC-GS-1

S.No Description Qty

3.Combination plier insulated with thick CA sleeve with

joint cutter length 205 mm1

4. Digital multi-meter 1

5. T spanner of sizes 10, 13, 15, 17 1

6.Panel key square type ¼ size suitable for opening of

control panel of AC coaches1

7. Key for opening fittings of AC coaches 1

8.Test lamp holder (brass) fitted with two mtrs. of 2 core

flexible copper wire1

9. Torch with cells (+2 cell spare) 1

Phase II - Module No. STC-GS-1

S.No Description Qty

10.DE spanner set 8 pcs of sizes 6/7, 8/9, 10/11, 12/13,

14/15, 16/17, 18/19, 20/221 set

11. Allen key size 4 mm, 3/16, 7/32 1

12.Heavy duty cable cutting knife adjustable in aluminium

casing over all size 140 mm1

13. Adjustable spanner length 255 mm 1

14. Infrared Digital Thermometer (Temperature gun) 1

15. Insulated Nose plier 6” 1

16. Tongue tester A.C. (0-100 A) 1

Phase II - Module No. STC-GS-1

S.No Description Qty

17. Hammer ½ kg 1

18. Hacksaw frame with blade (+ 1 spare blade) 1

19. PVC Insulating tape 25 mm 1

20. Wire fuse 1

Phase II - Module No. STC-GS-1

S.No. Name of Tools Qty.

1.Combination plier insulated with thick CA sleeve with

joint cutter length 205 mm1 no.

2. Insulated Wire Stripper & Cutter 16 sq.mm 1 no.

3. Insulated Long Nose Pliers 6” 1 no.

4.Neon bulb tester cum Screw driver set with 8 nos of

blade similar1 no.

(In proper tool bag)

Phase II - Module No. STC-GS-1

S.No. Name of Tools Qty.

5. Fitting Opening Key (FDB/CFL/Tube light/RRU) 1 no.

6.DE spanner set 8 pcs of sizes 6/7. 8/9, 10/11, 12/13,

14/15, 16/17, 18/19, 20/221 set

7. Adjustable spanner length 255 mm 1 no.

8.Test lamp holder (brass) fitted with two mtrs. of 2

core flexible copper wire1 no.

9. Hacksaw frame with blade (12") + One extra blade 1 no.

10. Flat file 150 mm 1 no.

11. Ball pen Hammer 300 gms 1 no.

12. Torch with cell, LED 1 no.

Phase II - Module No. STC-GS-1

S.No. Name of Tools Qty.

13. Fuse puller 150mm 1 no.

14. Digital Multimeter with tongue tester 1 no.

15. PVC Insulating Tape 25mm 01 roll

16.Heavy duty cable cutting knife adjustable in

aluminium casing over all size 140 mm01 no.

17. Infrared Digital Thermometer (Temperature Gun) 01 no.

18. Chiesel 150 mm 01 no.

19. Fuse Wires 01 set

20. Spare lamp/CFL/FTL 01 set

21. Capacitor for AC fan 03 nos.

Phase II - Module No. STC-GS-1

Tools Kit for TL Fitter (In Proper Tool Bag)

S.No. Name of Tools Qty.

1.Combination plier insulated with thick CA sleeve with

joint cutter length 205 mm1 no.

2. Insulated Wire Stripper & Cutter 16 sqmm 1 no.

3. Insulated Long Nose Pliers 6” 1 no.

4.Neon bulb tester cum Screw driver set with 8 nos of

blade similar 1 each

5. Fitting Opening Key (FDB/CFL/Tube light/RRU) 1 no.

Phase II - Module No. STC-GS-1

S.No. Name of Tools Qty.

6.DE spanner set 8 pcs of sizes 6/7. 8/9, 10/11, 12/13,

14/15, 16/17, 18/19, 20/221 set

7. Ring Spanner Set 1 set

8. Adjustable spanner length 255 mm 1 no.

9.Test lamp holder (brass) fitted with two mtrs. of 2 core

flexible copper wire1 no.

10 Flat file 150mm 1 no.

11. Ball pen Hammer (300 gm) 1 no.

12. Torch, 4 cell (LED) 1 no.

13. Fuse puller 6” 1 no.

Phase II - Module No. STC-GS-1

S.No. Name of Tools Qty.

14. Hydrometer 1 no.

15. Cell tester (Range 12V DC) 1 no.

16. Digital Multimeter with tongue tester 1 no.

17. PVC Insulating Tape 25mm 01 roll

18.Heavy duty cable cutting knife adjustable in

aluminium casing over all size 140 mm01 no.

19 Infrared Digital Thermometer (Temperature gun) 01 no.

20. Chiesel 150mm 01 no.

21. Cleaning Brush 01 no.

22. Fuse Wires 01 set

Phase II - Module No. STC-GS-1

S.No. Name of Tool

1.Combination plier insulated with thick CA sleeve with joint

cutter length 205 mm

2 Insulated Wire Stripper & Cutter 16 sqmm

3 Insulated Long Nose Pliers 6”

Phase II - Module No. STC-GS-1

S.No. Name of Tool

4.Neon bulb tester cum Screw driver set with 8 nos of blade

similar to Jhalani P. No. 830 or equivalent

5. 4 way keys

6. Ring spanner set ( 8- 32)

7.Set of box spanner with 1/2" socket set containing 19

socket (11 to 32) and 6 attachment

8. Double open end spanner set ( 8 - 32)

9. Single end open Spanner (36mm)

10. Allen Key set

11. Adjustable spanner length 255 mm

Phase II - Module No. STC-GS-1

S.No. Name of Tool

12.Test lamp holder (brass) fitted with two mtrs. of 2 core

flexible copper wire

13. Hacksaw frame with blade (12") + Extra Blades

14. Flat, round, triangular files

15. Ball pein Hammer ( 200gm, 300gm, 500gm, 800 gm, 1kg)

16. Nylon hammer

17. Chiesel flat 150mm

18. Infrared Digital Thermometer (Temperature gun)

19. Torch, 4 cell, LED for each staff

Phase II - Module No. STC-GS-1

S.No. Name of Tool

20. Fuse puller 6”

21. Crimping tool ( 0.5 - 1.6 mm2 )

22. Crimping tool (1.5 - 16 mm2 )

23. Hydraulic crimping machine (upto 300 mm)

24.Heavy duty cable cutting knife adjustable in aluminium

casing over all size 140 mm

25. Multipurpose Portable power drill machine

26. Auto ranging Digital Multimeter

27. Hydrometer

Phase II - Module No. STC-GS-1

S.No. Name of Tool

28. Digital clamp meter

29 Bearing/ Pulley Puller

30. Pulley V groove “GO” , “NO GO” gauge

31. Portable electric straight grinder

32. Digital lux meter

33. Cell tester (0-12) V DC

34. Digital Tachometer

35. Digital Vernier caliper

Phase II - Module No. STC-GS-1

S.No. Name of Tool

36. Digital Micrometer

37. Digital Meggar (500 V to 5000 V )

38. Heavy duty Pipe wrench

39. Soldering iron

40. De-soldering gun

41. Hot air gun / Hot air blower

42. Portable Blower / Dust extractor

43.1/2" socket set containing 19 socket (11 to 32) with 6

attachment

Phase II - Module No. STC-GS-1

S.No. Name of Tool

44. Torque wrench 0-5kg-m

45. Shock pulse meter (SPM)

46. All purpose saw

47. Infrared Digital Thermometer

48. Cable cutter 150mm

49. Insulating Tapes 25mm

50. Safety helmet for each staff

51. Gum boot for each staff

52. Tool bag for each technician

Phase II - Module No. STC-GS-1

(In Proper Tool Bag)

S.No. Name of Tools Qty.

1.Combination plier insulated with thick CA sleeve with

joint cutter length 205 mm1 no.

2. Insulated Nose plier 6” 1 no.

3. Neon bulb tester Screw driver set with 8 nos of blade 1 set

Phase II - Module No. STC-GS-1

S.No. Name of Tools Qty.

4.Panel key square type ¼ size suitable for opening of

control panel of AC coaches1 no.

5.4 way key & fitting opening key

(FDB/CFL/tubelight/RRU)1 no.

6.DE spanner set 8 pcs of sizes 6/7. 8/9, 10/11, 12/13,

14/15, 16/17, 18/19, 20/221 set

7. T spanner of sizes 10, 13, 15, 17 1

8.Test lamp holder (brass) fitted with two mtrs. of 2 core

flexible copper wire1 no

9.Heavy duty cable cutting knife adjustable in

aluminium casing over all size 140 mm1 no.

Phase II - Module No. STC-GS-1

S.No. Name of Tools Qty.

10. Allen key ( 3- 15m) 1 no

11. Flat file 150mm 1 no

12. Hammer 200 g 1 no

13. Torch, cells (+2 cell spare) 1 no

14. Auto ranging Digital Multimeter 1 no.

15. Tongue tester A.C. (0-100 A)

16. Adjustable spanner length 255 mm 1 no.

17. Infrared Digital Thermometer (Temperature gun) 1

18. PVC Insulating tape 25mm 1

19. Wire fuse 1

Phase II - Module No. STC-GS-1

S.No. Name of Tools

1.Combination plier insulated with thick CA sleeve with joint

cutter length 205 mm

2. Insulated Wire Stripper & Cutter 16 sqmm

3. Insulated Nose plier 6”

4.Neon bulb tester cum Screw driver set with 8 nos of blade

equivalent

Phase II - Module No. STC-GS-1

S.No. Name of Tools

5. 4 way key

6. Ring spanner set ( 8- 32)

7.Set of box spanner with 1/2" socket set containing 19 socket (11

to 32) and 6 attachment

8. Double open end spanner set ( 8 - 32)

9. Single end open Spanner (36mm)

10. T spanner set

11. Allen Key set

12. Adjustable spanner length 255 mm

13. Test lamp/ Hand lamp

Phase II - Module No. STC-GS-1

S.No. Name of Tools

14. Hacksaw frame with blade (12") + extra blades

15. Flat round, file

16. Ball pein Hammer 200 gm, 500gm, 1kg.

17. Nylon hammer 100gm

18. Chiesel (Flat) - 8"

19. C Clamp

20. Crimping tool (0.5 - 6 mm)

21. Crimping tool (1.5 -1 6 mm)

Phase II - Module No. STC-GS-1

S.No. Name of Tools

22. Pinching tool

23. Tube bender (3/8", 5/8", 7/8")

24. Flare tool

25. Tube cutter

26. Torch (4 cell) + extra cells for each staff

27. Digital Tachometer

28. Digital Clamp meter

29. Hydrometer

Phase II - Module No. STC-GS-1

S.No. Name of Tools

30. Auto ranging Digital Multimeter

31. Cell tester (0-12) volt DC

32. Battery analyzer

33. Digital meggar ( 500 V, 1000 V, 2500V, 5000V)

34. Digital Micrometer

35. Digital Vernier calipers

36. Blower / Dust extractor

37. Portable electric straight grinder

38. Torque wrenches

39. Pipe wrench

Phase II - Module No. STC-GS-1

S.No. Name of Tools

40. Multipurpose Portable Power drill machine

41. Soldering iron

42 De-soldering Gun

43 Hot air gun / Hot air blower

44 Shock pulse meter (SPM)

45 All purpose saw

46 Pulley V groove “GO” , “NO GO” gauge

47 Pulley/ Bearing puller

48 Digital Anemometer

Phase II - Module No. STC-GS-1

S.No. Name of Tools

49. Infrared Digital thermometer (Temperautre gun)

50. Digital lux meter

51. Winding insulation Resistance meter

52. Cable cutter/ wire cutter

53. Gum boot for each staff

54. Infrared thermal imaging camera

55. Power quality analyzer

56. Leakage current tester

57. Fuse puller

Phase II - Module No. STC-GS-1

S.No. Name of Tools

59. PVC tape

60. Bunching tie

61. Amery paper

62. Amery cloth

63. Digital spirit level

64. Digital thermometer

65. Duster cloth

66. Automatic self adjusting small spanner

67. Spanner multi wrench 10 in one

Phase II - Module No. STC-GS-1

S.No. Name of Tools

68 Multi wrench/ Spanner

69 Ratchet wrench – Ratchet type spanner

70 Angular grinder

71 Cord less drill machine

72 Cord less screw driver

73 Knife set

74 Wire brush

75 Nylon brush

Phase II - Module No. STC-GS-1

S.No. Name of Tools

76 Paint brush

77 Portable screw jack

78 Safety helmet for each staff

79 Tool Bag for each technician

Phase II - Module No. STC-GS-1

Phase II - Module No. STC-GS-1Phase II - Module No. STC-GS-1

Phase II - Module No. STC-GS-1

150mm , 200mm, 250mm.

STEEL.

Cutting, twisting of small

wires and holding round

and flat objects.

Phase II - Module No. STC-GS-1

Don’t use as a hammer.

Don’t cut steel wires.

Don’t hold hot substances.

Don’t spoil the handle insulation.

Keep the plier safe from rust.

Lubricate moving part.

Phase II - Module No. STC-GS-1

150mm , 200mm.

STEEL.

Cutting wires at narrow places,

for removing insulation, and

instrument works.

Phase II - Module No. STC-GS-1

Don’t cut steel wires.

Don’t spoil the handle insulation.

Keep the cutter safe from rust.

Lubricate moving part.

Don’t cut hot substances.

Phase II - Module No. STC-GS-1

100mm,150mm , 200mm.

STEEL.

For connecting and disconnecting

small wires and tightening and

loosening of small nuts in narrow

places and also for cutting the thin

wires.

Phase II - Module No. STC-GS-1

Don’t use as a hammer.

Don’t cut steel wires.

Don’t spoil the handle insulation.

Keep the plier safe from rust.

Lubricate moving part.

Phase II - Module No. STC-GS-1

75mm, 100mm,150mm ,

200mm, 250mm,300mm.

Blade in steel, Handle in

wood or celluloid.

For tightening and loosening

screws. and wiring accessories

like switches, holders etc.

Phase II - Module No. STC-GS-1

Don’t use with loose handle.

Don’t hammer the handle.

Don’t use it as chisel.

Correctly fit the blade edge in the

screw slots.

Avoid greasy or oily handle.

Phase II - Module No. STC-GS-1

It is used to open and close

the RJB cover, Pannel

boards, FTL/CFL fittings

etc.

Phase II - Module No. STC-GS-1

8 to 36

Steel

For tightening and loosening

of nuts and bolts.

Phase II - Module No. STC-GS-1

Use correct size spanner .

Don’t use as a hammer.

Don’t strike with hammer while

tightening or loosening.

Don’t apply grease/oil on its jaws.

Phase II - Module No. STC-GS-1

300mm Cast iron

For tightening and loosening nut &

bolt of different sizes with single

spanner thus saving time.

Don’t use as a hammer.

Don’t strike with hammer while

tightening or loosening.

Don’t apply grease/oil on its jaws.

Phase II - Module No. STC-GS-1

For tighten or loosen where nut &

bolts are in narrow and deep places.

For tighten or loosen where nut &

bolts are in narrow and deep places.

For tighten nut and bolts with fixed

torque.

Torque can be adjusted according to

manufacturer recommendations.

Phase II - Module No. STC-GS-1

Used to drive bolts or screws of

hexagonal recess in the head.

Don’t apply oil or grease in recess

of heads.

Use only proper size.

Phase II - Module No. STC-GS-1

5m,10m,20m

Used to measure length, width

and heights where ever required.

Don’t bend reverse side or twist.

See that paint should not scratched.

Avoid from rust.

Phase II - Module No. STC-GS-1

Two lamps of same wattage and

same voltage must be connected

in series.(+ve red, -ve blue and

earth green or white).

With this arrangement we can

check the coach earth.

Handle the test lamp with care

otherwise it may broken.

Phase II - Module No. STC-GS-1

12”

For cutting conduit pipes, G.I.pipes

and small iron pieces etc.

Blade should be fixed tight enough.

Use coolant while cutting.

Teeth of the blade should be away from the handle.

Hold the frame straightly while cutting.

Lift the saw slightly on return stroke.

Phase II - Module No. STC-GS-1

Used to cut the cable of

aluminum or copper up to 240

sqmm.

Don’t cut metal pipes or rods.

Phase II - Module No. STC-GS-1

Files are in different shapes and different sizes.

EX : Flat, round, half round, square, triangular etc.

Phase II - Module No. STC-GS-1

For smoothen surfaces and finishing works.

For different places suitable shape of the file will be used.

Handle should not be loose.

Don’t apply oil or grease while filing.

Clean the file with wire brush after completion of work.

Phase II - Module No. STC-GS-1

300 gm

For bending, straightening small iron sheets.

For driving nails on wood or walls.

For tap the pulley to know the condition by

observing sound.

Handle should not be loose.

Don’t apply oil or grease on bottom surface .

Phase II - Module No. STC-GS-1

500 Volts

For testing availability

of supply.

Don’t use on higher voltage than specified.

Don’t tight or loose the screws (heavy).

Stand on earth while testing.

Touch the metal clip while testing.

Phase II - Module No. STC-GS-1

4 Cells (each 1.5v)

To observe objects when there

is no lights.

To focus light on narrow and

dark places. Don’t drop the torch.

Don’t dip into the water.

Switch ‘off’ light and remove the cells out after completion

of work.

Phase II - Module No. STC-GS-1

Available in different sizes depends up

on size of the fuse.

For pulling the fuse safely.

Don’t drop on hard ground.

Don’t apply oil or grease.

Hold the fuse in correct position.

Phase II - Module No. STC-GS-1

Used to check specific gravity of

electrolyte in flooded type cells.

Handle with care.

Take the electrolyte slowly.

Keep it clean.

Phase II - Module No. STC-GS-1

3-0-3Volts DC

For test the voltage of individual

cell and polarity.

Don’t use more than one cell.

Don’t dip into the water.

Handle with care.

Phase II - Module No. STC-GS-1

Used to measure ac/dc voltages of

different range.

Used to measure ac/dc low currents.

Used to check continuity of the circuit

and to measure resistance.etc.

Phase II - Module No. STC-GS-1

First select the range and units to be

measured.

Disconnect the supply while checking

continuity or while measuring resistance.

Handle with care.

Check the condition of prods.

Keep the meter clean and observe the

error.

Phase II - Module No. STC-GS-1

: Used to skin the insulation of wires.

Don’t cut the conductor.

Keep the knife sharp.

Close the safety cap after completion of

work.

Don’t spoil the insulation.

Phase II - Module No. STC-GS-1

: Used to tightening or loosening of belt

tension.

Don’t use as a hammer.

Don’t apply oil or grease.

Phase II - Module No. STC-GS-1

: Used to check the pulley worn out

condition.

Don’t bend the leaves.

Keep it clean.

Phase II - Module No. STC-GS-1

: Used to crimp the small lugs on

wires/cables.

Use proper jaw for suitable size of the lug.

Apply oil on moving part.

Phase II - Module No. STC-GS-1

Used to solder wire joints, commutator

segments and electronic components on PCB.

Iron must be connected to earth.

Flexible wire should be used.

Keep the iron on holder.

25W, 65W, 125W, 250W.etc.

Phase II - Module No. STC-GS-1

Used to measure illumination level

in coaches or where ever required.

Handle with care.

Cover the sensor with cap after

completion of work.

Phase II - Module No. STC-GS-1

To measure the temperature on hot

spot by non touching the hot spot .

Don’t drop the meter.

Don’t dip into the water.

Don’t take the meter very near to hot

spot.

Phase II - Module No. STC-GS-1

To measure the high currents in the cable (ac/dc). And

also can used as multimeter.

First select the correct range then measure.

Keep the meter clean.

Phase II - Module No. STC-GS-1

Used to pull the pulley or bearing of the

alternator or any rotating machine.

Fix the puller in correct position while

using.

Don’t apply grease on claws while

using.

Apply oil or grease on moving parts.

Phase II - Module No. STC-GS-1

Used to blow or suck the dust from

RJB,FDB, Electrical equipments,

dc fan carbon dust etc.

Check the carbon brush of the

blower.

Use nose mask to protect ourselves

from dust.

Phase II - Module No. STC-GS-1

To make small holes on iron or wood.

Use lubricant while making hole on

metals.

Don’t fix the drill bit loosely.

Don’t put too much pressure on

machine.

Check the connection of cable

connected to machine.

Phase II - Module No. STC-GS-1

To measure speed of the rotating

machine in RPM.

Touch the spindle to pulley

straightly.

Phase II - Module No. STC-GS-1

To measure the insulation values of wiring,

cables, winding of electrical machines.

Disconnect supply to the equipment

whose insulation to be measured.

Select the voltage range before

measuring.

Phase II - Module No. STC-GS-1

Used to monitor the condition

of bearing of rotating machines.

Fix the sensor in correct place.

Observe the reading keenly.

Phase II - Module No. STC-GS-1

Used to measure inner/outer dia of the object

accurately.

Observe the reading keenly.

Handle with care.

Clean the vernier after completion the work.

Phase II - Module No. STC-GS-1

To find out the dia of very thin wire.

Adjust the thimble gently.

Clean the spindle .

Handle with care.

Phase II - Module No. STC-GS-1

Standard wire gauge (SWG) is a system

of numbering used to measure the

diameters of wire and thickness of sheet

metal. The measurements are represented

in dimensions of inches and millimeters.

• Don’t put in tool bag.

• Keep it clean

Phase II - Module No. STC-GS-1

Phase II - Module No. STC-GS-1

Phase II - Module No. STC-GS-1

Technical Specifications :

Test voltage 500 V to 5000 V DC

IR Range 0 – 5 T

Display Digital

Short circuit current < 2mA

● To measure Insulation Resistance

of all voltage components like

transformer winding, CTs, PTs,

bushings, cables, motor and

Alternator windings etc.

Phase II - Module No. STC-GS-1

Healthiness of winding insulation can be checked.

LED based visual indication for discharge condition of

meter ensures safety.

This LED glows after the HT is switch OFF, till the voltage

on test object/ HV terminal is below 50 V approximate.

Equipment have HV, LV & Guard and Internal discharge of

object after test, memory for measurement results, ability to

transfer the data to a PC, polarization index and dielectric

absorption ratio.

Phase II - Module No. STC-GS-1

● Thermal imaging infrared camera identifies electrical and

mechanical problems like hot spots, heat development on

loose connections etc. before they result in failures.

Phase II - Module No. STC-GS-1

● It is a non-contact device which detects infrared radiations

and converts it into electronic signals. These signals are

then processed to produce thermal image of the object.

Technical Details:(For more details refer RDSO Spec. No. TI/SPC/OHE/TIPS/1031, December, 2013)

Sr. Features Present Specification

1. Detector Un-cooled focal plane array (FPA) of

320 x 240 pixels or more

2. Temperature measurement

Range

0 to 500 degree centigrade or Higher

Phase II - Module No. STC-GS-1

Sr. Features Present Specification

3.Minimum

focus distance

Minimum focus distance less than or equal to 40

cm to infinity.

4. AccuracyWith ± 2°/o of display or ± 2°c whichever is

greater.

5. Focus Auto or Manual

6. DisplayNot less than 75 mm diagonally active matrix

colour LCD with high luminance or better.

Phase II - Module No. STC-GS-1

It helps to find out electrical hot spots and faulty

equipment in incipient conditions.

It is an ideal means for maintenance people looking for

safety and reliability when conducting routine surveys of

electrical systems, switchgear and electrical components.

It is non contacting and can be done in live condition

without affecting the operation, production or traffic.

Phase II - Module No. STC-GS-1

It is applicable to most types of electrical, mechanical

equipment and power lines.

It has the storage memory and images are saved with

details. The same can be downloaded with USB port and

detail analysis can be done with the help of software.

Phase II - Module No. STC-GS-1

● Electro chemical battery

analyser accurately measures

health of lead acid battery

(chemical and electrical) in

terms of sulfation, dry out,

voltage and impedance.

Phase II - Module No. STC-GS-1

Voltage Range 0 to 17 V DC

Impedance Measurement range 50 to 1

Amp–Hour capacity range for batteries

under test

5 Ah to 2,000 Ah; specified

performance range

Sulfation Range 0 to 100%

Dryout Range 0 to 100%

Cell terminal strap impedance ()

Measurement range 50 to 1

Specific Gravity Manual logging

Safety Feature

Over voltage auto reset breaker

Trigger point – 17V DC

Warning – 50V DC

Damage point – 600V DC max.

Technical Specifications

Phase II - Module No. STC-GS-1

It can store large amount of data and auto hold and

auto-data storage facility also available.

It has ability to measure AC voltage and low

resistance.

It can memorize the value on the spot.

It can enhance resistance against noise.

Phase II - Module No. STC-GS-1

● Power Quality analyzer helps to

locate, predict, prevent, and

troubleshoot power quality

problem in three & single phase

power distribution system.

Phase II - Module No. STC-GS-1

● For measuring AC leakage current

blowing into ground conductor.

Phase II - Module No. STC-GS-1

Conductor size 30mm. max. (approx.)

Battery Type Two 1.5V SUM-3

Display 3¼ LCD with 40 segment bargraph

Range Selection Manual

Overload Indication OL

Power Consumption 15mA (approx.)

Dimensions 210 (H) x 72(w) x 36(D) mm

Weight 210 gm (battery included)

Technical Specifications

Phase II - Module No. STC-GS-1

● Crimping of lugs on power cables

Phase II - Module No. STC-GS-1

● Removing of wire insulation for termination.

Phase II - Module No. STC-GS-1

Strips wire up to 7/8" or 4mm2

Automatic feature holds jaws open to remove wire

without crushing ends. Practically eliminates all

nicking, cutting, or fraying. Strips teflon, silicon and

PVC wire. Made of aluminium with plastic molded

handles.

Phase II - Module No. STC-GS-1

● Cutting of cables, wires (solid / stranded)

upto 10mm2 length 160mm approx.

● Cut round cable and wire cutter to multi

- conductor cable Up to 10 mm2

Phase II - Module No. STC-GS-1

Phase II - Module No. STC-GS-1

Phase II - Module No. STC-GS-1

Phase II - Module No. STC-GS-1

Phase II - Module No. STC-GS-1

Phase II - Module No. STC-GS-1

● Cutting work of sheet metal, nut/bolts, iron angles,

pipes etc.

Phase II - Module No. STC-GS-1

Saw in wood 130 MM

Saw in steel 20 MM

Power input 600 W

No load stroke rate 2600 stroke/min.

Saw stroke length 28 MM

Weight 3.1 Kg.

Technical Specifications

Phase II - Module No. STC-GS-1

● For grinding, sanding, rust removing etc.

Phase II - Module No. STC-GS-1

GRINDING POINTS MAX. 25 MM DIA

NO LOAD SPEED 27000 RPM

POWER INPUT 500 W

TOOL HOLDER COLLET-CAP MAX.8 MM DIA

SPINDLE COLLER

DIA43 MM

WEIGHT 1.3 KGS.

Technical Specifications

Phase II - Module No. STC-GS-1

● For bending copper tubes used in air conditioning.

Phase II - Module No. STC-GS-1

● Calibrated angle marking from 10° to 180° for left,

right or offset bends. Made of tie cast alloy .

● 3/8", 5/8", 7/8".

Phase II - Module No. STC-GS-1

● Checking of alignment of foundations of pumps,

transformers, DG sets etc. and other applications

which require accurate level.

Phase II - Module No. STC-GS-1

Length 600mm

Measuring Accuracy at 0/ 90 max. 0, 05

Measuring Accuracy at 1to 89 max. 0, 2

Battery 9V DC6 LR 61

Technical Specifications

Phase II - Module No. STC-GS-1

● To cut copper tubes used

in air-conditioning.

●1/8" to 7/8"

● Larger knob for greater torque, harden flare

grooved roller

Phase II - Module No. STC-GS-1

● For measuring the temperature and

relative humidity.

Phase II - Module No. STC-GS-1

● Simultaneous readout of °C or °F (switchable) and %

RH. Minimum/ Maximum memory functions for both

temperature and humidity

Range 30 to 90% RH, 0-50 °C Temp.

Resolution 1% RH, 0.1°F or °C

Phase II - Module No. STC-GS-1

● For squeezing the copper tube used in

air-conditioning.

● Product based on IS: 10372

● 1/4"

Phase II - Module No. STC-GS-1

● Removal of solder joint

● Rugged, manual loading tool for

volume de-soldering. High vacuum

heavy-duty plastic, fully enclosed

shaft for safety. Plunger locks for

compact storage.

Phase II - Module No. STC-GS-1

● For making flare shape for copper pipes used in

air-conditioning.

Phase II - Module No. STC-GS-1

Length In mm Cutting Edge in mm

150 16

200 25

250 30

300 32

● Octagonal Chiesel made from high grade steel,

forged and ground. Differential heat treatment for

cutting edge and striking end to ensure long life.

Phase II - Module No. STC-GS-1

Length In mm Cutting Edge in mm

150 25

200 25

250 25

Half round file Bastard 300

Half round file Smooth 200

Half round file Smooth 300

Round file Bastard 200

Round file Bastard 250

Round file Smooth 150

Round file Smooth 250

Phase II - Module No. STC-GS-1

Phase II - Module No. STC-GS-1

● Conforming to IS 4003-1978 (Part-I), Heavy

duty housing with integral I-beam handle

made of SG Iron for maximum strength.

Suitably proportioned handle for comfortable

grip (powder coated).

Size mm Capacity mm

250 35

300 44

350 48

450 60

600 76

Phase II - Module No. STC-GS-1

● High Grade Chrome Vanadium Steel. As

per IS 6131-1980 & 7381-1986

● Bi-hexagonal & Hexagonal One Set

Phase II - Module No. STC-GS-1

Product Item Sockets (mm)

22 Sockets10,11,12,13,14,15,16,17,18,19,21,22,23,24,2

6,27,28,29,30,32,33,34

5 AccessoriesExtension bar 125mm,255mm, Universal

joint T Handle , Ratchet Handle

Phase II - Module No. STC-GS-1

Length in mm

105

205

Phase II - Module No. STC-GS-1

● Khadi cloth

● Dusting work,panel,

window glass etc

cleaning work.

Phase II - Module No. STC-GS-1

Automatic self- adjusting small spanner having functional capacity

A/F 6 mm to 22 mm or SAE A/F 1/4" to 7/8"

Alloy steel duly hardened jaw, nylon 6 moulded upon steel strip &

insulated up to -1000 volts and stainless steel rivet.

Phase II - Module No. STC-GS-1

● Spanner multi-wrench (ratchet type) -16 effective sizes in one

wrench having functional capacity A/F 10,12,16,17,19 mm &

BS 1/4", 4/16, 3/8", 7/16", 1/2" 1/2".

● Alloy steel duly hardened jaw; nylon 6 moulded on steel strip

handle.

Phase II - Module No. STC-GS-1

● Multi-wrench/ Spanner ( 22 sizes of METRIC and SAE in

two wrenches) having functional capacity A/F MM

5,7,8,10,12,13 & MM 14,15,17,18,21.

● Alloy steel duly hardened jaw; nylon 6 moulded on steel strip

handle

Phase II - Module No. STC-GS-1

● Ratchet wrench- ratchet type spanner (12 sizes of MM & 5

sizes of SAE in three wrenches). The three spanners cover

12 sizes in MM – 8,10,11,12,13,15,16,17,18,19,21,22.

● Alloy steel duly hardened.

Phase II - Module No. STC-GS-1

● Drying of moisture of silica jel, drying of varnish of

motors coil, drying of moisture of control panels, relays,

CTs, PTs etc.

Phase II - Module No. STC-GS-1

RATED POWER CONSUMPTION 2000 W

TEMPERATURE RANGE 100-6000 C

AIR FLOW RATE 350-550 LIT/MIN

STEPLESS TEMP. CONTROL YES

AIRFLOW REGULATION 2 STAGE

WEIGHT 0.7 KGS.

Technical Specifications

Phase II - Module No. STC-GS-1

● To measure the air flow velocity of

blowers.

Phase II - Module No. STC-GS-1

Range Resolution Accuracy

Air Flow 80 - 4000 ft/min.

0.4 - 20 m/sec

1

0.01 m/s

+/- 3% FS

+/- 3% FS

Battery Life 100 Hours

Display Size 37mm x 42mm

Display Type LCD

Temp. -10°C to 50° C

+14°F to 122°F

0.1

0.1

+/- 1.0°C

+/- 2.0 °F

Range

Max. Reading 9999

Fan Diameter 70mm ( 2 7/8")

Technical Specifications

Phase II - Module No. STC-GS-1

Phase II - Module No. STC-GS-1

Phase II - Module No. STC-GS-1

● For grinding welding spots/

joints back gouging, sanding

and rust removing.

Grinding & cutting discs 100 MM DIA

Rubber packing pad 100 MM DIA

Cup brushes 60 MM DIA

No load speed 11000 RPM

Power input 670 W

Weight 1.4 Kgs.

Phase II - Module No. STC-GS-1

Item Parameter

No-load Speed 0-350r/min,0-1350r/min

Keyless Chuck 0.8~10 mm

Max Troque 30 N.m

Battery: Lithium-ion 12V~1400Amh

Charger 60mins fast charger

Technical Specifications

Phase II - Module No. STC-GS-1

Type: Electronic screwdriver

• Dimensions: 27X21X7 cm

• Material: PVC & metal

• A cordless screwdriver that includes

4 bits, slotted 4.5 mm

• Helps illuminate dark work areas

• Features LED battery level indicator

• Charging time : 3 to 5 hours, one full

charge will last 20 minutes

Phase II - Module No. STC-GS-1

Phase II - Module No. STC-GS-1

Phase II - Module No. STC-GS-1

Phase II - Module No. STC-GS-1

Phase II - Module No. STC-GS-1

Phase II - Module No. STC-GS-1

Phase II - Module No. STC-GS-1

Floor mounted 4.5 kW AC

test drive complete set for

alternator and regulator

testing.

Floor mounted 25 kW AC test

drive complete set with

regenerative load testing for

alternator and regulator testing.

Phase II - Module No. STC-GS-1

1kW portable motor drive set for

testing alternator and regulator.

Power supply analyzer,

oscilloscope dual

channel, storage type

Phase II - Module No. STC-GS-1

Surge comparison tester for testing windings of motor

Test benches for testing OVP

relays & contactors with

contacts testing with chart .

Phase II - Module No. STC-GS-1

Alternator pulley gap

checking facility Filler

guage.

Alternator pulley

adjusting guage

Phase II - Module No. STC-GS-1

Alternator pulley groove

go-nogo guage

Spring testing facility for

testing of alternator spring

Phase II - Module No. STC-GS-1

‘V’ belt pre stretching machine (Grading machine)

Phase II - Module No. STC-GS-1

S.No. Item Reference IS

1.

Open end Spanner

(Single & Double ended open jaw

spanners)

IS 2028 – 2004 (Rev.V)

2. Ring spanners IS 2029 (Rev.IV)- 1998

3.Combination wrenches with equal

openingsIS 6389 – 1998 (Rev. II)

Phase II - Module No. STC-GS-1

S.No. Item Reference IS

4.Ring slugging wrenches

(Spanner)IS 4509 – 1992 (Rev. I)

5.Open ended slugging wrenches

(Spanners)

IS 4508 – 1992 (Rev.I)

with amendment 2 – Jan. 2003

6.Single ended open jaw

adjustable wrenchesIS 6149 - 1971

7.

Insulated pliers, pincers and

nippers – Technical supply

conditions

IS 2615 – 1989 (Rev.2)

8.Combination side cutting pliers

- specificationIS 3650 1981 (Rev.2)

Phase II - Module No. STC-GS-1

S.No. Item Reference IS

9.Pipe wrenches -

specification

IS 4003 (Part 1, Rev.I) 1978 –

General purpose

IS 4003 (Part 2, Rev.1) 1986 Heavy

duty with amendment 1 Sept. 1990.

10.Chain pipe wrenches -

specification

IS 4123 – 1982 (Rev. I)

with amendment 2, June 1986

11. Bolt clippers specification IS 5200 – 1998 (Rev.I)

12.Bearing puller -

specificationIS 9193 – 1979

Phase II - Module No. STC-GS-1

S.No. Item Reference IS

13.Steel hammers –

Specification

IS 841 – 1983 (Rev.2)

Amendment no.1 – July 1984

Amendment no.2 – Jan 1987

14.Screw drivers –

Specification

IS 844 (Part I, Rev.I) – 1972 – Technical supply

condition

IS 844 (Part II, Rev.I) – 1972 – Dimensions

IS 844 (Part II, Rev.2) – 1979 - Dimensions, –

Reaffirmed – 1984.

IS 844 (Rev.I) Part III -1974- Dimensions for

Screw drivers for recessed head screws.

Phase II - Module No. STC-GS-1

W : (prefix) Vestibuled

Y : (prefix) Suburban

G : Self-generating (lighting by axle generators)

E : 4-wheeled stock

L : (prefix) LHB coaches

F : First Class

S : Second Class

M : Military

CN : 3-tier sleeper coach

CW : 2-tier sleeper coach

CZ : Chair car

CD : Dining Car

CB : Pantry/kitchen car/buffet car

CL : Kitchen car

CR : State saloon

CT : Tourist car (first class) (includes

bathrooms, kitchen, and sitting and

sleeping compartments)

CTS : Tourist car (second class) (includes

bathrooms, kitchen, and sitting and

sleeping compartments)

C : (except as above) With Coupe

D : Double-decker

Y : (not as prefix) With Ladies'

compartment (usually 6-berth

compartment with locking door)

AC : Air-conditioned

GS - Second class self-generating.

SLR - IInd Class with Brake & Luggage.

GLR - IInd Class with Brake.

DSLR - Disabled IInd Class with Brake &

Luggage.

WGSCN : IInd Class 3-tier Sleeper Vestibuled .

FACC : Air conditioning Coach with First

Class with coupe.

WGFSCWAC : First A.C. cum Second A.C.

WGACCW : Air conditioning Two tier Sleeper

(Vestibuled).

WGACCN : Air conditioning Three tier Sleeper

(Vestibuled).

WSCZAC : Air conditioning II-nd Class Chair Car.

VP : Bogie Parcel Van.

EVP : Four wheeler Parcel Van.

WLLRMEN : Luggage & Brake with Generator.

ER : Inspection Carriage.

RA : Officer Saloon.

RH : Bogie Medical Van.

LGS = Second class self-generating

LSCN = Second class 3-tier sleeper

LWACCW = AC2 tier sleeping Car (52 berths)

LWACCN = AC3 tier sleeping car (72 berths)

LWCBAC = Air-conditioned pantry/kitchen/buffet car

LWFAC = AC1 Air-conditioned first class

LWFCZAC = AC Executive chair car (56 seats)

LWLRRM = Luggage/generator/brake van

LWSCZAC = Air-conditioned chair car (78 seats)

LWSCZ = Non AC Chair car

The basic requirements for rail transportation

system are:

Railway track,

Signalling and telecommunications,

Rolling stock which contains locomotives, coaches

and wagons,

Maintenance and operating personnel of these assets.

Railway track and signals are fixed assets and these are

must for running of trains irrespective of the number

of trains run.

The rolling stock and crew requirement are based on

quantum of traffic to be handled.

Careful planning is required in acquisition and

utilisation of the coaches, especially the A.C. coaches,

since they are costly assets.

Minimum turn-round time will increase the number of

trips & more earning.

To ensure optimum utilisation of coaches with

minimum lie-over period at destination.

Availability of coach for trip.

Schedule inspection on due date so that the same is

maintained in good fettle for reliable service.

Rake links indicate the sequence in which coaches

have to operate.

Rake links give all the information about the movement of

coaches at a glance and can be used as a ready reckoner by

operating staff.

To achieve maximum utilisation of the rakes.

Rake-links are prepared in such a manner that the coaches

are kept on run for the maximum number of hours each

day.

Minimum detention at the terminal stations.

Ideal rake-link is one in which lie-over of coaches at

destination is minimum, utilisation (km earning per coach

per day) is maximum.

Coaches shall be made available for carrying out trip

inspection at terminal stations.

Coaches are to be made available to the owning depots

for carrying out maintenance schedules such as

monthly, three monthly, IOH, POH etc.

At terminal stations, a minimum time of at least 3

hours shall be provided for connecting other link

trains, to avoid link failure as far as possible.

Rake stabling siding shall be available at the terminal

stations close to the station platforms to avoid

unnecessary movement in shunting.