STUDY OF TRAIN LIGHTING SYSTEM AND POWER GENERATION IN NON-AC COACHES

CONTENTS

• Abstract
• Objective
• Introduction
• Types of power generations
• Brushless Alternator
• Rectifier-cum-Regulating unit(RRU)
• Electronic rectifier-cum-regulating unit(ERRU)
• Batteries
• Carriage lights
• Advantages and Disadvantages
• Conclusion
 ABSTRACT

• Supply of electricity is required primarily for lighting which is a

necessity, fans, air conditioners etc.

• Power supply system for trains are designed and developed to

suit the requirement of AC and non-AC working in the train.

• Power requirement of a train can be met with in following

different ways.
(a) By axle driven generators in conjunction with batteries or
(b)By a separate generator driven either by steam turbine
mounted on the locomotive or by diesel prime mover installed
either on the under frame of the coach or in separate power van.
 OBJECTIVE

• The main objective of this project is to study and acquire

knowledge about the existing railway power supply systems
and how the generated power is supplied to the to all the
coaches.
• This project mainly gives the detailed study of self generating
system, which is the most widely used system and also about
the carriage lighting.
 Types of generating systems
Mid-on-generation
• In this system a power car housing DG sets is used in middle
of rake.
• MOG with 415V, 3 phase generation, and 110V AC
utilization.

End-on-generation
• Normally 2 power cars, one on either side of rake are used.
• EOG with 415V,3 phase generation, and 110V AC utilization
• EOG with 750V, 3 phase generation and 415 & 110V AC
utilization.
Head-on-generation:

Power feeding from OHE for lighting loads (EMUS):

• 750V DC –light & fan works on 110V DC
• 1500V DC – light & fan works on 110 V AC
• 25 KV—light & fan works on 141 V AC

Power feeding from HOG for Hotel Loads (Loco):

• Hotel load power is taken from Electric/Diesel Locomotive.
• Hotel load power supply taken directly from OHE through a
separate pantograph mounted on the power car.
 Self Generation System
 The power supply arrangement of SG coach has under slung alternator,
which is driven by the running axles of the coach with the belt of the
coach. The voltage of the alternator which varies with the speed of the
train is regulated with the help of RRU and converted to110 V DC and
is used for charging the battery. The electrical load of the coach is
supplied through the 110 v DC battery at the halt.
 Brushless Alternator
• 4.5 KW brushless alternator is of totally enclosed construction
capable of developing a constant voltage of 120V/30 V and is
used for :-
i) Charging the coach battery
ii) Operation of lights, fans in the coach.
 Specifications of Brushless Alternator

• Output Voltage - 120 V DC

• Rated Current - 37.5 A
• Maximum Current-43 A
• Cut in Speed - 350 RPM ( 19 KMPH approx)
• Minimum speed for full output - 600 RPM ( 31 KMPH
approx)
• Max. Speed - 2500 RPM ( 130 KMPH approx)
•  Class of insulation-F
• Weight-230kgs
 Rectifier-cum-Regulator Unit
The Regulator-Rectifier unit has the following functions:
• Rectifying 3 phase AC output of alternator to DC using full
wave rectifier bridge.
• Regulating the voltage generated by alternator at set value.
• Regulating output current at set value.
 Approved manufacturers for the
Alternator and RRU
• KEL (Kerala Electrical & Allied Engineering Industries)
• BEACON ( Best & Crompton)
• SIL ( Stone India Limited)
• HMTD Engineering
• CGL (Crompton Greaves Limited)
• Some new makes are also coming up like PIPL, STESALITE,
IEC etc.
 Rating of 4.5 KW Regulator:

 Voltage - 124 V.
 Full load ampere - 38 A.
 Speed range - 550 RPM. To 2500 RPM

 Setting of 4.5KW regulator:

 Voltage - 124 +/- 5 V.
 Current - 19 A.
 Speed - 1500 RPM.
 Maximum load current - 42 A.
 Maximum battery charging current - 24 A
 ELECTRONIC RECTIFIER-CUM-
REGULATING UNIT
• The currently developed rectifier cum regulating equipment of
4.5KW/25KW rating (ERRU) is fully electronic type using
state of the art technology and micro-controller, IGBT, etc.
• A display can be retrieved in a simple plug in type data
retrieval unit and the data can be transferred in a laptop or PC
through USB port provided in the retrieval unit.
 BATTERIES
LEAD ACID CELLS:
 Conventional Lead Acid Cells for TL applications are
governed by IS 6848.
 Type of cells in use for train lighting and coach air-
conditioning are as bellow,
 Valve Regulated Lead Acid (VRLA)
Batteries / SMF Batteries
• To overcome problems of frequent topping up, and leakage of
electrolyte, sealed maintenance free lead acid batteries, termed
as SMF (VRLA) batteries have been developed and are now
used in most of the ac coaches.

• Electrolyte in these batteries is in immobilized form and these

can be used in any position - horizontal or vertical.

• It requires no topping up and maintenance except periodic

cleaning of terminals. It has self sealing vent plug which
normally does not open out in service..
Junction Box and Fuse Distribution Box
• The power from the RRU or ERRU or from batteries came
directly to the Junction Box. The circuitry for carriage lights
and carriage fans are made from this box. The power
connections are separated for lights and fans from this box.
 Carriage Lighting
Carriage lighting is provided from:
• Axle driven generators in conjunction with storage batteries on D.C. 110
V system.
• Diesel generator sets with step down transformers on A.C. 110 V in
MOG system.
• Diesel generator sets with step down transformers on A.C.110V in E.O.G
system.
 Wattage of Lamps
• Previously 18 watt fluorescent lamps are used in the coaches.
• Now LED lamps 9 watt/5 watt are being provided in new
coaches
 Emergency Feed Terminal
• It is required to feed a coach by another coach. If the batteries
of a coach cannot supply the required voltage to run the fans
and to illuminate the lights in the coach.
Advantages of different power generating systems
Self generating system:
• As each coach has a battery, so no additional source is required.
• The problem/defect in any particular coach does not affect the others.
• The system can be designed to suit its specific requirement.
Mid on generation system:
• The system was most suitable for slow-moving branch line passenger trains. Light
and fan of all the coaches had centralized control in power car coach. Fan and
lights were working on AC supply. There was no need for standby batteries in the
coaches.
End on generation system:
• The system does not require the use of bulky batteries and alternators in individual
coaches.
• The system has better energy efficiency as compared to the self-generating system.
• Low maintenance.
Disadvantages of different power generating systems

Self generating system:

• The power is not generated during standing or slow movement of the train,
therefore bulky batteries are provided.
• There is no standby source for alternator and batteries, so system became
poor reliability.
• The system requires the extensive maintenance of alternator, batteries,
belts, tensioning device etc.
Mid on generating system:
• There were noise and smoke; pollution due to DA set working.
• The operator was required to power car coach.
End on generation system:
• There were noise and smoke; pollution due to DA set working.
• The operator was required to power car coach.
 CONCLUSION
• Power supply system for trains are designed and developed to
suit the requirement of AC and non AC working in the train.

• This training helped us out to understand the concept of air

conditioning system and train lightning system and it led us to
know a lot of safety precautions are to be taken in this system .

• There are lots of improvements in this system like use of brush

less DC fans. LED lights ,ERRU , VRLA battery and thereby
increasing the efficiency of the system.
 References

• http://122.252.243.98/STC/doc/COURSE%20BOOK
%20ELECTRICAL%20%20Volume%20-%20I.pdf
• https://irieen.indianrailways.gov.in/uploads/files/13025805055
23-Train%20Lighting%20Book.pdf
• https://scr.indianrailways.gov.in/uploads/files/1341896144130
-Train%20Light.PDF
• https://www.railelectrica.com/energy-efficiency-of-rail-
transport/power-supply-system-of-indian-railway-coaches
Thank you