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VOL.20 NO.1 JAN-MAR. 2010

www.irieen.com

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ACTION PLAN FOR IMPROVING RELIABILITY OF STATORS OF 6FRA6068 USED

IN WAG 9/WAP 7 LOCOMOTIVE

DESIGN AND OPTIMISATION OF SOLAR CUM WIND HYBRID SYSTEMS

SOLAR SPACE HEATING FOR ADMINISTRATIVE BUILDING OF RCF, KAPURTHALA

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REMEDIAL ACTIONS TO PROBLEMS ON VALVES AND PIPES RELATED TO BRAKE

SYSTEM ON AC EMU/MEMU IN DELHI, UMB & LKO DIVISION OF NORTHERN RAILWAY

INDUCTION OF AC/DC EMU IN MUMBAI SUBURBAN - BENEFITS,

CHALLENGES & STRATEGIES.

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IMPROVING RELIABLITY OF ROTOR OR WAG 9 TRACTION MOTOR TYPE 6FRA6068

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By R. P. Nibariya/ SAG (Based on Project Report)

ACTION PLAN FOR IMPROVING RELIABILITY OF STATORS OF 6FRA6068 USED IN WAG9/WAP7 LOCOMOTIVE

1. Introduction

Indian Railways introduced three phase electric locomotives in late 1990's for obtaining advantages of higher power, generation during braking and superior technology, power &regeneration have been realized, employment of 3 phase induction motors, in the WAG9 variety operating in heavily graded sections of ER/EC Rly and hauling heavy loads of 58 N Boxes, have a higher rate of arisings. Similar problem have been reported from three phase traction motors in diesel locos of IR. Other Railway systems overseas have had similar experiences with axle hung nose suspended three phase traction motors.

RDSO has made an effort to study various available literatures on the three phase traction motor and manufacturing practices of some of the leading motor manufacturers and had interaction with some of the designers of these motors. Assistance of Indian motor manufacturers/repairers were also sought to validate the various designs which could be finalised after study. This paper recommends modification which can be adopted on the existing traction motors whenever they are taken for repair as well as covers the improved design parameters for manufacturing of motors in future. It is expected that with the implementation of these modification the problem of failure in stators and in turn, failure of GTO will be minimized/eliminated. 2. Performance review of three phase traction motor(type 6FRA 6068)

In order to have better appreciation of the gravity of problems of three phrase traction motors and its related equipments like temperature and speed sensors, the

performance of three phase traction motor of Electric Loco shed Gomoh, and Ajni is given as under:

It can be seen from above that there are higher

incidences of failure and loco lifting cases at Gomoh Shed

there at Ajni and is primarily on account of the fact that their

locos are being used for hauling loads in graded sections

and coal sidings tracks which offer poor adhesion. The

problem gets aggravated due to excessive shock and

vibration and inappropriate slip slide control of

locomotives. It is worth while mentioning that locomotive is

required to be lifted for attending temperature sensor.

RDSO has already issued modification which will prevent

lifting of locomotive for attending temperature sensor.

3. Stator Failure

Failure data collected from ELS, GMO,AQ and GZB has

been analysed. RDSO has carried out a study based on

data of from TMW. Nasikroad, also on failure of stators.Main failures in stators are listed below:

Inter turn short/flashed in Overhang (NDE & DE)uStator Winding Earthed/Flashed with Slots (NDE u& DE)

2005-06 2006 - 07

GMO AQ GMO AQ GMO AQ

Stator FRPCPY

2004-05

Rotor FRPCPY

Temp Sensor

FRCPY

Total lifting per

100 locos

14.3 3.0 22.6 2.2 22.5 1.0

14.6 3.0 25.0 2.2 19.8 1.0

3.4 27.2 8.9 20 4.8 6.3

273 127 389 147 351 61

2IRIEEN JOURNAL VOL-20, NO.1, 2010

uTemperature Sensor DefectiveuJunction Box FlasheduStator Rubbed with rotors

To avoid lifting of locomotives for replacement of

temperature sensors. RDSO has issued a Modification

Sheet RDSO/2007/EL/MS/0350, Rev 0 vide RDSO's

letter no. SL/3.2.182 dt/01/11/2007 introducing threaded

type mounting arrangement of theses sensors.

Speed sensors play very important role in an

effective slip side control of locomotives. This problem is

being addressed by development of active sensors based

on Hall Effect and Doppler Effect.

4. Rewinding at TMW,NK

TMW, Nasik has re-wound so far 101 three phase

stators with different makes, both modified(with 9 mm cord

winging support) and unmodified stators. Faults recorded

by TMW before re-winding is collected and analysed and

major observations are as under:

u21% failure of stators is on account of rotor bars

crack and balance 79% is exclusively on account of

stators only

uIf We analyse locationwise stator failure, it is 68%

on NDE side whereas just 27% on DE side.

uOut of these NDE side winding failure, 87% are on

account of inter-turn short on overhang or brazing failure

on joints.

uSimilarly, DE end failure has also been anaylsed

and 95% failure is contributed by grounding with slot and

failure in overhangs.

uAll makes of TM Stator are failing and pattern of

failure is same across the makes.


NDE FailureDE FailureNDE & DE FailureOthers

NDE Coils Flashed &earthed with care

NDE Overhang Coilsmelted & bolted

NDE Overhand coilloope Brazing

DE Overhand onecoil melted and parted

DE one coil melted atslot edge/inside slots

Others

54

5. Investigation:5.1 Measurement of Shock & Vibration on Stators

5.1.1 BT carried out Shock and Vibration Trials on

WAG9 Locomotives to measure the max. shocks to which

traction motors are exposed. This trial was conducted with

new as well as worn out pinions Data for stators follows:

uEven with new pinion, shock and vibration level

goes upto 14g against the design assumption of 8-10g in

dynamic loading condition.

uShock level multiplies by three times (40g) with

worn out pinions (BLT-77.68). Because of excessive wear

in pinions and its inadequate supply, the pinions are

running with further low value of BTL (77.68 to 77.42)

uWith worn out pinion, shock and vibration level

goes upto 89g against the design assumption of 30g in

static loading condition.

5.1.2. While studying the cause of rotor bar cracks in

three phase traction motors of GM locomotives, SIEMENS

has carried out Shock and Vibration Trials for GM Diesel

Locomotives to ascertain the shocks to which traction

motors are subjected. Max value: 130g.

5.1.3. SIEMENS has carried out similar trials for MRVC

projects in Mumbai sub-urban area before designing the

propulsion system Max. value : 32 g

6. Stator Design Philosophy

RDSO has studied available designs of stators in

service on Indian Railways and in abroad.

6.1 Design philosophy, followed by SIEMENS is given

below:

6.2 SIEMENS, Toshiba, Alstom, MELCO and GE are

having similar concept of supporting stator overhangs.

SIEMENS DIESEL LOCOS TM

4

6.3 For all types of mainline traction motors Toshiba

provides both winding support ring and frame support and

their design is suitable for shock level of 40g.

6.4 In a recent presentation made by BT, failure of

overhangs of traction motors supplied by BT in SBB

project was discussed, which have been contained by

supporting the overhangs with the frame.

6.5 Probable Cause

6.5.1 Overhangs of existing traction motors are not

supported, only 9mm dia cord is provided on NDE side

winding for bracing of winding overhang. There is neither

Winding Support Ring nor Frame Support in the existing

traction motors with 167mm long overhang on NDE and

135 mm long overhang on DE.

6.5.2 M/s BT in their report of shock and vibration

measurement, carried out on WAG9 locomotive has

clearly indicated that they have designed WAG9 traction

motor for much lower shock and vibration level based on

the experience of Korean Railways.

6.5.3 Failure at the series joints due to fatigue leading to

localized overheating and burning of insulation.

6.5.4 Fatigue of joints could be the result of defective

workmanship (brazing technique) or from forces caused

by vibrations or inadequate bracings on winding

overhangs.

6.5.5 Movement due to Inadequate Supports of

overhangs leads to:

6.5.5.1 Weakening of support ties due to thermo-

mechanical stresses results in alteration of natural

frequency of end-windings.

6.5.5.2 Mechanical vibrations transmitted through the

machine frame and core lead to end-winding movement

and resulting fatigue in the copper series joints, or damage

of turn insulation.

TOSHIBA

TOSHIBA TM

GE TM

ALSTOM DESIGN OF STATORS

5

6.5.5.3 Failure at the series joints due to fatigue leading to

localize overheating and burning of insulation

6.5.5.4 Fatigue of joints could be the result of defective

workmanship (brazing technique) or from forces caused

by vibrations or inadequate bracings on winding

overhangs.

6.5.5.5 Grounding of insulation near core on both the

sides is also due to excessive shock and vibration due to

inadequate support.

6.5.5.6 Vibrations result in relative movement in between

two layers of coils near shoulders (bend) on the both sides.

6.5.5.7 Because of less space in knuckle portion of the

coils, relative movement of two parallel copper conductors

end one above another leads to the rubbing of coils and

damaging the insulation. Vibration aggravates the same.

6.5.6 It can be seen from the design philosophy of all the

three phase traction motor manufacturers that they have

provided support to over hang portion of stator which it

seems take care of the problem of failure of stators. It is

worth mentioning that there are no stator failures in last 7-8

years in three phase diesel locomotive working on Indian

Railways wherein overhang of stator winding is properly

supported. Length of overhang in traction motors of diesel

locos is just 135mm only.

6.5.7 In view of above it is considered necessary to provide support to overhang-portion of stator to arrest these failures in existing fleet as well as future build locomotives. While it may be possible to adopt suitable design for future build traction motors in line with other manufactures by making certain changes in design of end chambers of stators frames, but in old traction motor this has to be managed within the space available.

7. Interaction with TM Manufacturers

All the manufactures of Traction Motors in India, ABB,

BHEL, KEC, CGL, BT and Saini were requested to study

the problems of stators and rotors vide RDSO's letter

no.EL/3.2.182, dt.07/09/2007 and suggest possible

securing arrangements for over hang portion of stator, if

possible by physically carrying out theses changes on an

old stator frame. However, only M/s BHEL and M/s Saini

responded to our request even though we sent reminder to

others on 17.10.2007. Because of the limitation of space,

modification was first carried out on stators, both by BHEL,

Bhopal (six nos.) and Saini Electricals & Engg (two nos.

stators got modified through TMW, Nasik road) and

subsequently these stators were rewound without any

problem. After ensuring successful implementation of the

proposed schemes, M/s Saini has taken initiatives and got

both the schemes validated through Finite Element

Analysis by SIDBI innovation and Incubation Center of IIT,

Kanpur. There proposals are discussed as under:

7.1 Proposal I : Eight Clamps with FRP Winding

Support of M/s Saini

7.1.1 It can be seen that majority of the problem is due to

excessive shock and vibrations to which traction motors

are subjected to M/s Saini proposed that by supporting the

overhangs at eight places on both the ends with winding

support ring of glass fiber and in turn anchoring the

support ring to the frame will arrest the vibration. They also

suggest augmentation in winding scheme stators,

especially at failure prone locations of coils. All the

manufacturers of traction motors support the overhangs

with a fiber ring and in turn the ring is anchored on stator

frame for overhang length above 100mm and shock and

vibration level of 30g and above.

76 6

stress of 496 KPa load Stress of 225 MPa is more than

adequate to take care of maximum stress of 496 KPa load

of each side of stator overhang at 90g of shock and

vibration. It can also easily meet the pulsating load of 350

kg at 200-300htz.

7.1.3 Augmentation of Insulation in Winding Scheme:

To arrest failure near core ends & shoulders of coils on

both sides and knuckle of coil on NDE side following

augmentations in winding arrangements are proposed.

Measures discussed in following for paras i.e.7.1.3.1 to

7.1.3.4 coupled with proper securing of overhangs a

mentioned above will eliminate failure of stators.

7.1.3.1 Stator Winding Earthed/Flashed with Slots:

Following action plan is proposed:

uThe support arrangements discussed above is

going to arrest the problem of grounding of insulation at

slot ends.

uApart from this, addition U-sections of Nomex

(which has got insulation class of 2200 C) are proposed to

be provided at slot ends in line with existing design of M/s

SIEMENs.

7.1.3.2 Inter turn short/flashed in Overhang:Following action plan is proposed to prevent failure on this

account:

uProvision of securing arrangements between

adjacent coils after inserting fibre glass apoxy pieces

wrapped with nomex-felt between coils to fill up the

available gap between coils to prevent relative movement

between coils.

uAvoid crossing of two parallel copper conductors'

end one above other at knuckle portion, as space between

two adjacent knuckles is very less, leading to rubbing of

7.1.2 Support Arrangements: Sketch of the support

arrangements proposed by M/s Saini is given below:

All these eight clamps are to be bolted, each with M6 four

bolts on stator chambers as shown above which will be

anchoring the winding support ring of FRP. Total 32 bolts

nos. of M6 bolt, each designed for Proof Load Stress of

225 MPa is more than adequate to take care of maximum

CLAMPS

WINDING SUPPORT RING

Proposed Support Arrangement for Stator Coverhangs

BEARING RING

WINDING SUPPORT

STATOR END PLATE

7

two coils knuckles which damages insulation. It should

cross on each other in overhang portion away from

knuckle to create sufficient space between knuckle &

leads. Provision of extra layer of nomex in between is

proposed.

uAvoid inter-turn failure at all bends as stresses

developed on insulation during forming & shaping,

interleaving of 2 mil x 25mm Kapton tape in between turns

at all 4 bends. The above scheme is already being

followed by SIEMENS in traction motors of Diesel locos

and there is no account of stators.

7.1.3.3 Failures at Brazed Joints at NDE Side: Following

action plan is proposed:-

uThe proposed support arrangement of overhangs

on NDE side is going to arrest the stresses on brazed

joints.uTo provide tying between all series joints &

interconnection (jumper) with help of nomex-felt & glass

tape to prevent movements.

uSince the space between two adjacent knuckles is

very less, crossing of two parallel copper conductors' end

one above other at knuckle portion, leads to rubbing of two

coils knuckle and so damaging insulation. To prevent this

rubbing two adjacent knuckles should cross on each other

in overhang portion in such a way so, that there is sufficient

space between knuckles 7 lead. Provision of extra layer of

nomex in between is proposed.

uTo ensure controlled brazing at required

temperature, it is proposed to resort to Induction brazing in

place of existing gas brazing to customize low

temperature high strength solder joint. Induction brazing is

being followed by M/s SIEMENS and BHEL and even

other leading manufacturers recommend for it.

7.1.3.4 Other failures on account of damage to insulation:

uTo avoid damaging insulation during forming of

coils, use of former against the existing practice of using

one-pre-formed coils as the template for several times and

finally using the template coil in stator is being proposed.

uRotating curing is proposed immediately after VPI

to ensure uniform distribution of resin followed by

stationery curing, as resin will not ooze out during curing

statically & bonding will be adequate.

uExisting practice of removing Kapton layer from

brazing portion with gas should be replaced with solvent

dipping as followed by SIEMENS.

7.2 Proposal II : Seven Clamps with FRP Winding

Support Ring from M/s BHEL

7.2.1 BHEL has suggested only support arrangement at

seven places.

uAt four places, recesses are made by machining

the stator chambers on either sides as shown below and

then clamps are fixed with two bolts.

uAt three other places, stators frames are drilled

and L-section clamps are fixed with two bolts each from

the top of the frame and threads in clamps.

uAt the location, where connections for terminals

are brought out on NDE side, no support has been

provided in this scheme.

uAll this clamps are anchoring the FRP winding

support ring


7.3 Comparison of Two Schemes:

7.3.1. Finite Element analysis: To validate both the

proposed schemes which are based on assumptions

made that support arrangement of overhangs is going to

eliminate stator overhang failure M/s Saini got FEA

analysis carried out at SIDBI Innovation and Incubation

Center at IIT, Kanpur for both the schemes on the request

of RDSO. Like any other engineering system, finite

element analysis of stator frame has also three phases:

7.3.1.1 Pre-processing Phase:

uTopological Description of Stator Designs:

In the pre-processing stage, the stator frame along with

windings has been represented by its geometrically 3D

model. The primary objective of the model is to realistically

replicate the important parameters and features of the

stator frames along with complete windings. 3D models

for existing stators and two proposed designs have been

made on Solid Works and the same have been used by

importing into an FEA environment. Once the finite

element geometric models have been created, a meshing

procedure is used to define and break up the model into

small elements.

uBoundary Conditions or Environmental Factors:

For carrying out the analysis two sets of boundary

conditions were applied:

uMechanical Shocks and Vibration:

BT carried out a trial to study vibration related problems on

traction motors of WAG9 locomotives in Sept'2002 and

measured shocks and vibration levels in various working

condition of locomotives. The maximum values of

acceleration recorded at various frequencies are taken as

boundary conditions. The maximum level of shock and

vibration has been taken as 89g for both static and

dynamic loading condition for the analysis

Locations, where tri-axis accelerometers were provided

for measurement are given in the trial report of BT. At

theses locations, these boundary condition were applied uThermal Conditions:

Maximum permissible temperature rise in traction motors

is 2300C as at this temperature pulsing of convertors

stops and maximum flow of air this through traction motor

is 1.2m3/sec at 1781 PA. Since this temperature is

measured with temperature sensors embedded in stator

frames, to take care of possibility of errors in

measurement, for this analysis max. temperature in the

stator, assumed is 3000 C. This boundary condition is

also used to validate if there is any thermal locking in stator

windings with and without support arrangements.

7.3.1.2 Analysis(computation of solution): The next stage

of the FEA process is analysis. ABAQUS is the software

used for FEA. A series of computational procedures are

carried out involving applied forces as per boundary

conditions discussed above and the properties of the

elements. This structural analysis has provided stresses

which are caused by applied boundary conditions such as

mechanical vibrations and thermal loading.

7.3.1.3 Post-processing (visualization): Theses results

has been presented in graphical tools within the FEA

environment to view and to fully identify implications of the

analysis.

7.3.2 FEA Results:

7.3.2.1 FEA of Stators with original overhang

arrangements, i.e. without any support:


Analysis matches with the failure data. More stresses are

coming on the winding overhangs near slot ends and its

free portion. Red colour shows location of maximum

stresses and quark ble location with least stress.

7.3.2.2 FEA of stator with original overhang support

arrangement at eight locations as proposed by M/s SAINI

in Proposal I: Because of uniform support at eight

locations which anchor winding ring, stresses on winding

overhangs is eliminated.

7.3.2.3 FEA results of Stators with overhang support at

seven locations as proposed by M/s BHEL in Proposal II:

Because of the support at seven locations which anchor

winding ring,stresses on winding overhangs has reduced

drastically, at all the location except at one location i.e.

near terminal box. There are some elements with yellow

zone of stress.

7.1.1.1 The above results reveals following facts: Providing winding support arrangement and

anchoring the same to stator frame in both the cases

drastically reduces the stresses in overhangs as well core

end zones, which are the most failure prone. In BHEL

design due to non-symmetrical support on NDE side, at

terminal box location there is still some stressed zone.§There is no additional thermal stress/thermal locking due to the proposed support arrangement.

7.1.2 Discussion on Manufacturing problems in adopting theses two proposed schemes on existing stators:

7.1.2.1 In the scheme proposed by BHEL, followings issues make it cumbersome:

Machining of stator chambers to provide recesses at four locations on each side is possible only with precision CNC machine.

At other three locations, threads are made in six mm plates for M8 bolts, which is inadequate for a high level of shocks and vibration. There is a fear that threads may get damaged and these clamps may come out and damage the stator winding.

7.1.2.2 In the scheme proposed by M/s Sainin, no machine work is involved and only eight clamps will be bolted with Hex head bolts with lock washers. Threads will be drilled in stator frames.

7.1.2.3 Since the space for provision of more supports in existing design is limited, support arrangement with eight clamps is considered adequate. Total work content involved in Saini design is far too less in comparison with BHEL design and can be easily adopted.

8. Measurement of Vibration in Modified Stators

To validate the results of modifications, a comparative vibration response analysis was conducted on the facility available at CET, BHEL, Bhopal for modified and

F


unmodified stators. Amplitude of vibration in modified stator has come down from 107 micron to a minimum of 10 micron, which is a reduction of 65% to 85% in amplitude. This is in line with the FEA results

9. Recomemdations

9.1 RDSO proposes three measures fro stator support arrangements:

9.1.1 Immediate measures for re-winding of stators: Because of less work content, support arrangement and winding insulation augmentation scheme proposed by M/s Saini in consultation with RDSO can be adopted for all existing stators in service. Whenever a stator is taken for

rewinding, it can be rewound with this type of support arrangement. Since BHEL has modified six stators with its own scheme, these traction motors can be monitored for its performance as an alternate scheme.

9.1.2 As an immediate measure, CLW can manufacture new stators with eight clamps arrangements including winding insulation augmentation scheme till such time all the materials os existing design(already supplied or ordered) are utilized.9.1.3 As a long term measures, it is proposed to change design of stator chambers and end frames, so as to provide uniform and adequate support to over hang coil as there is no constraint in adopting these proposals on new motors


"Green Power is the

need of the hour"

"Save Energy for the Future"

By D. Ramaswamy/SAG (Based on Project Report)

DESIGN AND OPTIMISATION OF SOLAR CUM WIND HYBRID SY STEMS

1. Introduction

1.1. Major contribution to grid connected renewable energy is from large wind turbines which are installed in wind farms and elaborate arrangements made to generate and feed power to grid at grid supply frequency. In contrast to this small wind turbines(less than 50 KW) and micro turbines (less than 5 KW) have been operational for decades and have a great future for standalone as well as grid connected applications. In India the installed capacity of theses small and micro turbines is only a miniscule 800KW as against the 8000MW of the large MW turbines installed in the wind farms.

1.2. There is a large potential for growth of these small wind turbines with the support of ministry of renewable energy (MNRE). Standalone solar PV cum wind hybrid systems have a great scope for growth in India particularly with good sunlight available in most part of the country. Particularly solar PV system combines well with wind energy at locations where the mean wind speed is at least 4.5m/sec at a height of 18 meters. Wind and solar energy is available for about 6 hours/ day most of the year on a regular or reliable basis, whereas wind is available at unpredictable periods but abundantly from the months of March to October in a year.

1.3. Advantages of small turbines are their low cut-in generating speed of about 3 meter/sec and their low weight. The cost per KW of the solar cum wind system is about 60% of the pure solar PV system of equivalent capacity. Application of the wind-solar hybrid system are unlimited and the systems are best suited for rural electrification, powering GSM mobile stations, rural health centers, offices located at windy locations, hill station offices etc. In the Indian railways, already RDSO has issued general specifications for standalone wind cum

solar hybrid system in level crossing gates and also for integrated renewable energy systems

1.4. An effort has been made to have a detailed study of the various aspects of integrated solar cum wind hybrid systems which can be provided in railway locations where wind speed is adequate. Even the very costly Diesel generator back up can be dispensed with at such installations completely or a very small capacity generator can be used only for some emergency loads. This is possible since there is solar power for more than 320 days of the years and also wind is available abundantly at many locations. In such cases, we have the grid supply as back up, hence there should not be any need for a diesel generator back up except in rarest of rarest occasion. In this project an effort has been made to analyze the existing hybrid system installed at SUZLON office headquarters at PUNE and suggest measures to optimize the design and cost of such systems.

2. A solar cum wind hybrid system has been installed at Pune Office headquarters of M/s Suzlon Pune. The working of the system is as follows.

2.1. The Wind generator generates three phase voltage at rated 240 V for each phase. The output of the WTG is variable voltage variable frequency depending upon the speed of the turbine. The speed of each turbine as well as the voltage and current generated by each generator is monitored and also indicated in the control panel. This ac voltage is rectified by three phase ac-dc convertor and integrated at the system integrator controller at a DC voltage level of 192 V. This voltage can be configured at various voltages for different systems. At the integrated controller solar PV Voltage at 192 volt is also available. This voltage is available for charging the battery. A schematic diagram of the hybrid system is as given in the next page.


2.2. In the charge controller/Convertor the output AC voltage and the speed of the WTG is continuously monitored and the control signal is generated by sensing voltage as well as rpm, since power from WTG is continuously varying. The WTG starts generating at speeds above 120 rpm and frequency at more than 20 HZ.

2.3. Depending upon the battery status and the available power, entire energy is fed into the battery bank. As the battery voltage rises and is close to the threshold value, proportionate power is diverted in to dump load automatically. A manual override button is also provided. There is provision to adjust threshold voltage using trimmers

2.4. The output of the WTG is also monitored for over speeding. The speed is sampled continuously and in case of over speeding due to high wind or light load the excess energy is diverted in to a dump load. When the batteries are full also the excess energy is diverted in to the dump load. Wind generator is brought in to circuit only after the batteries are in circuit

2.5. Control PanelControl Panel has the AC-DC conversion units of the WTGS, the DC buses of the wind as well as solar and the integrated controller for charging the 192V battery bank. All protection systems like overcharge limit over speed limit, auto load diversion are incorporated. The photograph of the control panel is as indicated below.

The following equipments are available in the control panel

1) Current ammeters for each WTG

2) MCB assist stop switches to stop WTG for inspection

3) Digital battery voltage voltmeter

4) Analog AC voltmeter

5) Set of five push buttons to override auto load diversion and indicators

6) Voltmeter of solar

7) Energy meter for UPS

8) LED indicators indicting presence of three separate phases

9) Digital frequency indicators

10) Current meter for solar

11) Data logger with removable memory to obtain various data

12) LED speed/RPM indicator

2.6. The planning has been done for combined capacity of 141KW considering the future loads of various departments and sections of the SUZLON HEADQUARTERS at PUNE. Entire system is divided into


Basic hybrid system scheme

4 clusters of 35 KW each. The various clusters are named Aqua, Tree, Sky and Sun.

Each cluster is made independent of each other. A total of 18 WTG have been installed on polygon towers with two clusters having five WEGS and two clusters having 4 WTGS.

3. Detailed capacity of the wind hybrid system

3.1. Capacity particulars

3.2. Wind capacity

18 No turbines of 4.75 KW (Rated) UE42 wind turbines of M/S UNITRON

18 x 4.75 = 85.5 KW

3.3. Solar capacity

Photovoltaic (PV) Module capacity = 230 watt peak

No of modules of 24 V each = 243 NOS

Total Solar capacity = 243 x 230 = 55.9 KW

Total Capacity of hybrid system = 141.4 KW

3.4. Capacity details of sky cluster

The sky cluster has five numbers wind turbines of 4.75 KW each with combined capacity of 23.75 KW. The solar capacity of the sky cluster is 12.42 KW.

Wind capacity = 5 x 4.75 KW = 23.75 KW Solar capacity = 12.42 KW

BATTERY BANK 192 V, 1125 AH (SMF LONG LIFE CELLS)

= 2,16,000 VAH = 216 KWH (96 NOS of 2V STACKS)

Considering 60 % discharge capacity of energy storage available for meeting the load during non-operation of the hybrid system= 129 KWH

4.0 Methodology of design of the Hybrid system

4.1 The wind Speed data published at PUNE airport is as furnished below. The mean speed of wind at 18 meter height is also indicated.

ANNUAL AVERAGE SPEED OF WIND AT 3 MTR HEIGHT = 13.2 KMPH (3.7 M/S)

ANNUAL AVERAGE WIND SPEED AT TR HEIGHT = 19.3 KMPH ( 5.4 M/S)

SPEED AT 18 M

ASSUMED CONSERVATIVELY AS 16 KMPH (4.5 M/S)

4.2 It is observed from practical data that the average wind speeds is higher by roughly 20% for every 10 meter height. From the above chart at a height of 20 meter the average wind speed should be 5.1m/sec. However the mean speed is conservatively taken as 4.5 m/s for the purpose of design.

4.3 The average generation of electricity at different wind speeds of UE42 plus WTG (Wind Turbine generator)

Wind Speed

Kmph mph m/s

UE6

(650 W)

UE15

(1500 W)

UE15 plus

(1800 W)

UE 33

(3300 W)

UE 42

(4200 W)

UE 42 plus

(4750 W)

8

9.6

11.2

12.8

14.5

16

17.7

19.3

21

22.5

5

6

7

8

9

10

11

12

13

14

2.2

2.7

3.1

3.6

4.0

4.5

4.9

5.4

5.8

6.3

4

12

22

36

48

68

89

115

140

169

16

37

64

98

142

178

239

288

338

396

19

44

77

118

170

214

287

346

405

475

29

71

117

181

259

352

456

568

670

776

41

92

148

228

310

412

550

688

840

972

46

104

166

255

350

462

616

771

941

1089

7.59.5

10.5

13.718.920.4

1918.514.5

9.88.98.5

13.416.520.6

24.228.530.7

2026.525.3

14.913.712.5

11.6813.4916.39

19.8529.2531.2

33.7830.0520.43

20.516.2415.66

MONTHAV WIND

SPEED KMPHMAX WIND

SPEED KMPHAVG EXTRA

POLLATES (18 MTRS)

JANFEBMAR

APRMAYJUN

JULAUGSEPT

OCTNOV

DEC


4.4 System Generation at Sky cluster

Mean Wind speed at 18 m hub at PUNE = 4.5 m/s (Considered)At mean wind speed of 4.5m/sec., the turbine generates

462 KWH/month as an averageWind capacity = 462x5=2310 KWH/MONTHSolar capacity = 1626 KWH/MONTHTotal capacity = 3936 UNITS/MONTH = 131 KWH/DAY

Hence one day full energy can be fed from the energy storage of the battery provided

Similar battery capacity for each of the 4 clusters at SUZLON office has been designed

4.5 Design of total generation at SUZLON office

4.6 Wind generation There are 18 WTG for the entire SUZLON office

Hence total design wind generation = 8316 units

4.7 Solar generationPeak watt design= 55.8KW (240 No Modulesx

230Wpeak) of 24 V for each moduleTotal solar energy/month = 55.8x4.5x30=7560

units

4.8 Total Energy generation = 8316+7560=15,876 units / Month for the entire office

5.2 Cash flow and pay back period

In the cash flow analysis, the payback of the initial installation only is considered. The interest on the investment is not considered, similar to the investment on backup generator installations. The tariff of electricity is taken as 5.00 Rs/unit as is at present. However a variation of 5% annual increase in tariff cost is taken. MNRE (Ministry of renewable energy) has laid down format for feasibility report to be submitted to them. MNRE will be giving up to 50% subsidy of the ex works cost of the hybrid system subject to maximum of Rs.1.250 LAKH/KW of installed capacity. The subsidy can be less, but the same is assumed since governmental organizations may be able to get the same.

Wind Speed

Kmph mph m/s

UE6

(650 W)

UE15

(1500 W)

UE15 plus

(1800 W)

UE 33

(3300 W)

UE 42

(4200 W)

UE 42 plus

(4750 W)

24

25.7

27.3

29

30.5

32

33.7

35.4

37

38.6

40

41.8

43.4

15

16

17

18

19

20

21

22

24

25

26

27

28

6.7

7.1

7.6

8.0

8.5

9.0

9.4

9.8

10.2

10.7

11.2

11.6

12

198

228

255

277

319

380

442

504

555

575

708

818

896

456

496

538

574

654

785

905

1040

1146

1198

1435

1566

1756

547

595

645

688

784

942

1086

1248

1375

1437

1722

1879

2107

863

954

1076

1134

1292

1548

1850

2040

2330

2520

2997

3189

3558

1082

1197

1352

1427

1628

1946

2328

2567

3005

3166

3766

3997

4501

1212

1340

1514

1598

1823

2180

2607

2875

3365

3546

4213

4476

5042

Annual generation Total=15,876x12=1,90,512 units

4.9 Inverter design

Inverter is designed for about 60 % rated load of 141 KW i.e.90 KVA.

5.0 Cost of installation

5.1 The following gives the details of the estimated cost of the hybrid system with new long life SMF batteries of the above design

Total Optimal Cost of The Solar Cumwind Hybrid System of (55.8 Solar + 18x4.75WTG) System at Suzlon Office

Items

Photo Voltaic Panels

Cable from SPV Modules

Aerogenerator (WTG)

Polygonal Towers

Foundation Civil Works

Controller With Inverter

Battery 1100 AH

Commissioning

Grand Total

Quantity

55800

18

18

18

864

Unit

Watt

No

No

No

90 KVA

KWH Hour

Rate

200

315000

9000

15000

7000

Total

11160000

870000

5670000

1620000

270000

3200000

6048000

473000

29311000

Remarks

55.8KW Capicity

216 KWHx 4clusers


5.3 A Chart showing the cash flows and indicative payback period is as follows

5.4 The starting of negative cash flows indicates that. In the 20th year installation cost is recovered. The life of the system is considered as 25 years. In the analysis the Operation and maintenance cost of Rs.2,42,060 per annum after the warranty period of two years is considered. This is on the basis of AMC cost of 2 % as given by the manufacturer on the cost excluding the solar panel and batteries

The life of the batteries is taken as 8 years since the battery is discharged only at 60% and being long life batteries. It is observed that the pay back period is quite long. However being a renewable energy system we can go in for the system.

= 28568000EX WORK COST OF SYSTEM MNRE SUBSIDY EXPECTED (50% EX OF WORK COST OR MAX 1.25 LAKH/KW = 14284000

TOTAL COST OF SYSTEM WITH NORMAL SMF BATTERIES = 29311000

BATTREYPLC CST

952560

1000188

1050197.4

1102707.27

1157842.634

1215734.765

1276521.503

1340347.579

1407364.958

1477733.205

1551619.866

1629200.859

1710660.902

1796193.947

1886003.644

1980303.827

2079319.018

2183284.969

2292449.217

2407071.678

2527425.262

6048000

6048000

242,060

242,060

242,060

242,060

242,060

242,060

242,060

242,060

242,060

242,060

242,060

242,060

242,060

242,060

242,060

242,060

242,060

242,060

242,060

O&M COST

1st yr

2nd

3th

4th

5th

6th

7th

8th

9th

10th

11th

12th

13th

14th

15th

16th

17th

18th

19th

20th

21st

14074440

13074252

12266115

11405467

10489685

9516010

8481548

13431261

12265956

11030283

9720723

8333582

6864981

5310847

3666903

7976660

6139401

4198176

2147786

-17225.2

-2302591

UNIT COST OF ELECTRICITY = RS 5.00 per unit

INITIAL INVESTMENT

EXPECTED MNRE

SUBSIDY

FUEL SAVING

INCURRED COST

29311000 14284000 15027000

REM-ARKS

BALANCE

11777440

10722252

9914115

10397467

9481685

8508010

7473548

7719261

6553956

5318283

4008723

3965582

2496981

942847

- 701097

- 1095340

- 2932599

= 23864000EX WORK COST OF SYSTEM MNRE SUBSIDY EXPECTED (50% EX OF WORK COST OR MAX 1.25 LAKH/KW = 11932000

TOTAL COST OF SYSTEM WITH NORMAL SMF BATTERIES OF 60% DISCHARGE (MIN 2 YR RESIDUAL LIFE) BATTER = 24607000

BATTREPLC CST

952560

1000188

1050197.4

1102707.27

1157842.634

1215734.765

1276521.503

1340347.579

1407364.958

1477733.205

1551619.866

1629200.859

1710660.902

1796193.947

1886003.644

1980303.827

2079319.018

1344000

1344000

1344000

1344000

242,060

242,060

242,060

242,060

242,060

242,060

242,060

242,060

242,060

242,060

242,060

242,060

242,060

242,060

242,060

O&M COST

1st yr

2nd

3th

4th

5th

6th

7th

8th

9th

10th

11th

12th

13th

14th

15th

16th

17th


INITIAL INVESTMENT

EXPECTED MNRE

SUBSIDY

FUEL SAVING

INCURRED COST

24607000 11932000 12675000

REM-ARKS

BALANCE


5.5 Battery Optimal Design

Released batteries of 1100 AH 110v batteries of AC coach with 60% capacity can be used in place of new batteries to save costs

Total 216 KWH x4 is required. The Cost of released batteries at auction is 15-20% of the original cost. The cost is taken as 20% of Rs.7000/KWH which is Rs.1,68,000 for 110V,1100AH battery set.

Considering 1.68 lakh cost for 110V, 110AH battery i.e.121 KWH, each cluster will need 2 sets. For the entire Office requirement will be 2x4=8 sets costing 13.44 lakhs.

5.6 The calculation of payback period with residual life released batteries with life of 3-4years is as follows. Here also the operation and maintenance costs of the system is considered similar to the original case.

From the cash flow table it is clear that in this case payback period becomes 15 years as negative cash flows start from the 15th year.

Table - A

Table - B

10777440

9777252

8,969,115

9,452,467

8,536,685

7,563,010

6,528,548

6,774,261

5,608,956

4,373,283

3,063,723

3,020,582

1,551,981

-2,153

-1,646,097

-2,040,340

-3,877,599

= 2,19,44000EX WORK COST OF SYSTEM MNRE SUBSIDY EXPECTED (50% EX OF WORK COST OR MAX 1.25 LAKH/KW = 10957000

TOTAL COST OF SYSTEM WITH NORMAL SMF BATTERIES OF 60% DISCHARGE (MIN 2 YR RESIDUAL LIFE) BATTER = 22687000

BATTREYPLC CST

952560

1000188

1050197.4

1102707.27

1157842.634

1215734.765

1276521.503

1340347.579

1407364.958

1477733.205

1551619.866

1629200.859

1710660.902

1796193.947

1886003.644

1980303.827

2079319.018

1344000

1344000

1344000

1344000

242,060

242,060

242,060

242,060

242,060

242,060

242,060

242,060

242,060

242,060

242,060

242,060

242,060

242,060

242,060

O&M COST

1st yr

2nd

3th

4th

5th

6th

7th

8th

9th

10th

11th

12th

13th

14th

15th

16th

17th


INITIAL INVESTMENT

EXPECTED MNRE

SUBSIDY

FUEL SAVING

INCURRED COST

22687000 10957000 11730000

REM-ARKS

BALANCE


5.7 In the subject case ratio of design capacity of wind:solar is 60:40(85.5KW:55.8KW) Further optimization is possible in open and better wind zone areas by designing capacities at ratio of 70:30 for wind:solar. Considering a design of 70:30 for the above office, we can have 20 NOs of the same WTGS and 42KW of solar panel i.e.WIND CAPACITY 20X4.75=95 KWSOLAR CAPACITY = 182 MODULES OF 230W PEAK = 42KWSOLAR DESIGN CAPACITY IN KWH = 42X4.5X30 = 5670KWH/MONTHWIND CAPACITY= 462X20 = 9240KWH.Total hybrid capacity=5670+9240=16,296=1,95,555 per annumHere the Hybrid system costs come down because of the reduction in solar panel capacityHybrid solar system cost with new 864 KWH batteries=27391000. There is a cost reduction of 19,20,000 to the installed costIf we now consider the Hybrid solar system with released batteries of AC coaches the new total cost becomes Rs 22687000.In this most optimal hybrid solar system the payback period will be 14 years which is less by one year due to less installation cost as is observed from the cash flow table. Conditions of operation and maintenance costs are same as earlier

6.0 CONCLUSION AND RECOMMENDATIONS

1) By use of residual life batteries and a 70:30 Hybrid system (Wind:Solar), a payback period of 14 years is achievable. This is possible in locations where mean wind velocity is above 4.5m/s at a height of 18 meters like NASIK,PUNE and many places with similar wind density.

2) The maximum demand of the system at SUZLON is limited to 90KVA

3) It is possible to reduce the system cost by reduction of battery capacity. The above systems had been designed with one day autonomy. However we can have the battery capacity for two or three hours also.

4) Automatically the grid system is connected to the load whenever the battery is discharged to 40% capacity in order to protect the battery from deep discharge and render longer life to the cells. This can be set accordingly by suitable sensing equipments. Hence in this off-grid system, the grid acts as back up.

5) Payback period is quite long even after considering MNRE subsidy. In actual practice in most of the installations we have standby DG set installed whose equated installation cost and their fuel cost at times of their partial usage will have to be considered. When the hybrid system is operational we can consider that grid is a back up and grid supply can be availed when the hybrid system is not able to generate adequate electricity. Hence there is no necessity of a higher capacity DG set to be installed as standby. Due to this in actual practice installation of hybrid system is very economical in case the standby DG set is dispensed with. A very small capacity DG set can however be installed to meet emergency lighting in the eventuality of both the hybrid system and the grid supply being not available.

6) The maximum demand of the system will determine the inverter capacity. This is generally designed as 60-75% of the installed capacity of the hybrid system. If the mean wind speed is above 5m/s we can go in for 75% of the installed capacity as maximum demand. While designing the system care should be taken that the energy consumption per day of the office should be well within the mean electrical energy generation potential of the hybrid system per day.

7) In all regions where mean wind speed is greater than 4.5m/s such systems are recommended to be installed based on RDSO spec No. RDSO/2009/EM/SPEC/004 dated May 2009.

7.0 REFERENCES

1) MNRE Guidelines dated 18th June 2009

2) RDSO/2009/EM/SPEC/004 date May 2009

Table - C

1.0. EXECUTIVE SUMMARY:

1.1. The failure of WAG 9 TM rotors can be controlled by reducing oscillation in operation of traction motor. The controllable factors are proper design/maintenance/ functioning of speed sensors and suitable modifications in the software for slip slide control. CLW has already taken some steps in this direction. The loco operation is also to be suitably controlled so as to avoid stalling of loads & slipping/spinning of wheels, by doing right powering of goods trains. Working of trains at constant Speed/Torque, also causes oscillations in TM operation which may be unavoidable.

1.2. Two rotor manufacturing schemes are advised by RDSO regarding shaft mounted copper stamping resistance ring design and resistance ring mechanically inter locked to end plate design are to be put in service and judged for their suitability to Indian condition. The successful design is to be implemented progressively. In both the designs swaging of rotor bars on top surface should be done throughout the core length and induction brazing should be carried out at the joints of rotors bars and short circuit ring. In both the designs the material for rotors bars & short circuit ring has been replaced with Zirconium Copper in place of Oxygen free Copper for fatigue strength & thermal stability of properties over the complete operating range of temperature.

1.3. Availability of traction motor pinions and gears should be increased in Electric Loco Sheds and work Shops and these are to be replaced as and when they are due for replacement.

1.4. The temperature inside the traction motor can be reduced by improving /increasing ventilation. RDSO has already revised drawing with big dia holes in the rotor stampings.

1.5. More vendors for rotor shaft machining especially for inside taper grinding, are to be developed so that replacement of defective shafts in service can be done.

1.6. Inductance measurement of the TM during existing maintenance schedules will help in advance detecting of the rotor bars which are going to crack/break and thus line failures of TM can be avoided . This is already being done by Electric Loco Shed AQ & GZB.

2.0. HISTORY

Three phase electrical locomotives type WAG9/WAP5 were introduced during the year 1996 on Indian Railways to gain the advantage of latest electronic technology, for increasing the horse power of electrical locomotives and regeneration of power during braking. Usage of 3 phase induction motors was done as TM on these locomotives. Progressively, traction motors of WAG 9 locomotives were also used for manufacturing of WAP 7 locomotives.

Railways has already taken steps to control TM stator failures by providing additional support to the stator winding in the overhang portion, by providing additional ground insulation at the end of the core and inter turn cushioning etc. However, the rate of rotor failures, and resultant stator failures are still to be controlled.

The rotor is having problem of cracking of bars at the joint of resistance ring (Short circuit ring) and rotor bars after a service of about 3 to 4 years.

3.0. DISCUSSIONS

3.1. Three phase TM rotor failures are mainly due to

The reliability of coaching loco traction motors was satisfactory but, the reliability of traction motors of WAG 9 loco was cause of concern, due to high FRPCPY after 3-4 years of their induction in service.

By S.K. AGARWAL/SAG(Based on Project Report)

IMPROVING RELIABILITY OF ROTOR OF WAG9 TRACTION MOTOR TYPE 6FRA6068


large cycles of starts/stops, stalling cases due to hauling of heavy loads on steep gradients & oscillations in TM operation due to software design of slipslide control. Working of goods trains on constant speed/torque adds to the problem. The failures are attributed to tortional vibration of the short circuit ring and fretting corrosion under the short circuit ring.

3.2. Railways has improved the lamination stacking process of rotor core. Rotor VPI was also done and reduced length of rotor bars, from 640 mm to 594 mm, were also tried, but were subsequently withdrawn due to their negative impact on failure reduction.

3.3. The slipslide control software & signal from speed sensor are not properly functioning .This makes the traction motor to start/stop/ oscillate in operation frequently. This also causes torsional vibrations in the short circuit ring of the rotor which is supported by rotor bars only. The speed sensors based on Halls' effect are being tried by CLW, now. CLW has also taken steps to modify the software.

3.4. RDSO vide their letter No.EL/3.2.182. dt. 6.6.08 have circulated action plan for improving reliability of the rotors of the TM of WAG9 locomotives (Attached as Annexure 4.1). They had suggested following 2 schemes for rotor manufacturing after changing the short circuit ring & rotor bar copper from oxygen free electrolytic copper to zirconium copper.

Scheme 1: Shaft mounted copper stamping resistance ring design. (Attached as Annexure 4.2).

Scheme 2: Resistance ring mechanically inter locked to end plate design. (Attached as Annexure 4.3)

In both the above designs the swaging of the rotor bars is to be done on top surface through-out the length of the core & induction brazing is to be done for joining the rotor bars with the short circuit ring.

3.5. Electric Loco shed AQ & GZB are measuring TM inductance during existing maintenance schedules, to detect the rotor failures (cracks) in advance i.e. when the rotor bars start cracking before the actual rotor/ TM failure. This helps in reduction of TM failures on line as well as reduces the resultant stator failures.


3.6. Use of induction brazing for joining the rotor bars and short circuit ring is to be adopted as mentioned above. M/s. EFD Bangalore is providing the suitable attachment to existing design of induction brazing machine so that the brazing can be done as per scheme one of RDSO design. This is being supplied to TMW NKRD for first time on Indian Railways.

3.7. Machining of new traction motor shafts, has been developed by M/s. VF Bangalore and M/s. Kalyani Engg. Ghaziabad is in the process of development against works contract of TMW Nasik Road. More sources are to be developed, especially with the facility of inside tapered grinding to the desired surface finish. The pinion is to be inserted in shaft at specified pressure only. The shaft drawing is attached as Annexure 4.4.The availability of adequate number of shafts for replacement has to be ensured.

3.8. The availability of main gears and TM pinions is to be increased since the electric loco shed/shops do not have adequate quantity for replacement. The defective gear /pinion in service affects TM rotor reliability.

4.0. ANNEXURES (Only Recerences)

Annexure 4.1: RDSO's letter No.EL/3.2.182 dt.6.6.08 addressed to all CEE's regarding action plan for improving reliability of rotors of 6 FRA 6068 used in WAG9/WAP7 locomotives.

Annexure 4.2: Specification No. RDO/2007/EL/SPEC/ 0060(Rev0) for shaft mounted Zirconium Copper stamping type resistance ring design of rotor for TM type 6 FRA 6068 (Scheme I)

Annexure 4.3 : Specification No.RDSO/2007/EL/ SPEC.0061(Rev0) for resistance ring mechanically interlocked to end plate design rotor of TM type 6 FRA 6068 (Scheme II)

Annexure 4.4:

Drg. No.1TWD.096.009 for shaft of TM type 6 FRA 6068.

Solar Space Heating for Administrative Building of RCF, Kapurthala

By Dinesh Kumar/SAG(Based on Project Report)

1.0 Introduction :-

Rail Coach Factory, Kapurthala is situated at about 30 kms from Jalandhar in Punjab. The climate during winter is very cold during the month of December to February, minimum temperature plummeting to near zero 0C during night hours. Minimum ambient day time temperature has been recorded as low as 3.5 °C.

The administrative building of RCF is centrally air-conditioned with cooling load of 800 TR. The heating during winter is provided by circulating hot water through AHUs & FCUs. The hot water is provided by 2x200 kW hot water generators.

The space heating of building during winter is a major component of the total electrical power consumption. In the energy audit conducted in 2007, M/s National Productivity Counsil, Chandigarh, recommended for provision of Solar Space Heating of ADMN Building with pay back period of 1.45 years. Through this study, it is proposed to harness solar energy for heating water used for space heating of the building.

2.0 Description of the Existing System:

Presently 2 numbers hot water generators of capacities 4 x 50 kW each has been provided for the purpose of water heating which is circulated through the AHUs and FCUs installed inside the building. Six number pumps of 22 lps discharge have been provided for circulation of hot/chilled water. The layout plan of the AC plant equipments are shown in the diagram attached at annexure VIII.

3.0 Present Energy Consumption:

The space heating during winter season is started at the beginning of the month of December and continues upto the end of February.

The log book data of the working of hot water generators and the ambient temperatures recorded have been collected and shown at Annexure I and II respectively.

It is observed from the data that maximum energy has been consumed on 12.01.09 when both the hot water generators have worked at full capacity each drawing 300 amps current for 11.00 hrs. The hot water generators have worked at full capacity from 06.01.09 to 09.01.09 for duration of 10 hrs. each day.

The energy consumption for each day has been worked out and displayed at Annexure III.

The maximum daily energy consumption works out to 4572.5 kWhr on 12.01.09 and total energy consumption for the three months from December-08 to February-09 works out to 126320 kWhr. The total energy charges works out to Rs. 568438/- for these three months.

4.0 Options Available :

Technology wise there are three options available which can provide hot water for space heating purpose:

1. Flat plate solar collectors (FPC)2. Evacuated tube solar collectors (ETC)3. Solar dish concentrators


4.1 Flat Plate Solar Collector:

Flat plate thermal solar collectors are most commonly used type of solar collectors. Their construction and operation is simple. A typical flat plate collector is an insulated metal box with a glass or plastic over (called the glazing) and dark colored absorber plate. These collectors heat liquid at temperature less than 80°C. Absorber plates of high quality flat plate collectors are made of copper having excellent conductivity, corrosion resistance and easy to repair. The important aspect of the absorber plate is its surface treatment. The surface must convert a 90% of incident solar flux to heat. It must be durable. It must not outgas upto 400° F. Out gassing is a process by which solvent and other component of paint and material vaporize at high temperature. The gases condense on the inner glazing surface and affect the transparency.

The most common types of plate surface is black chrome. Black chrome has excellent durability upto 450° F. Recently, National Aerospace Ltd., India has developed a new technology with trade name NALSUN, which enhances the efficiency of solar collectors. NALSUN is a room temperature black chromium bath that gives excellent coating at low current density. The coating is corrosion and abrasion resistant and can withstand high temperature and humidity. The coating has high absorptance (alpha = 0.98) and very low emittance = 0.12)

The most common collector insulation is fibre glass without any binders. The fibre glass with binders should not be used as it may outgas and reduce the transmittance of the inner covers.

The upper most component of a flat plate collector is the transparent cover of glass. The purpose of the cover is to trap a layer of air ½ to 1 inch thick providing thermal resistance to heat loss from the absorber plate.

The collector housing is to protect the insulation and the absorber plate from the environment. It also provide collector mounting.

The solar collectors shall generally meet the requirement of RDSO specification RDSO/PE/SPEC/PS/0094-2008 (Rev. 0)

4.2 Evacuated Tube Collectors:

These collectors are usually made of parallel rows of transparent glass tubes. Each tube contains a glass outer tube and metal absorber tube attached to fin. Fins are covered with a coating that absorb solar energy well, but which inhibits radiation heat loss. Air is removed, or evacuated, from the space between the two glass tubes to form a vacuum of the order of 10-3 to 10-4 mm of mercury, which eliminates conductive and convective heat loss.


Evacuated tube solar collectors are very efficient and can achieve very high temperatures (75 0C to 175 0C) making them more suitable for cooling applications and commercial and industrial applications.

However, in India the performance of evacuated tube solar water heaters has not so far established. There have been cases of tube braking due to thermal stress and water leakages from sealing. In industrial/Railway applications fit and forget type equipment are generally used for which flat plate collectors are more suitable. Moreover, the evacuated tube collectors are very expensive than the flat plate collectors with unit area cost about twice that of the flat plate collectors. Therefore, for the space heating of RCF Admn building, flat plate collectors are preferred over the evacuated tube collectors.

4.3 Solar Dish Concentrator

When high temperature is required concentrating solar collectors are used. Solar energy falling on large reflective surface is reflected on to a smaller area before it is converted into heat. Since surface absorbing the concentrated energy is smaller than the surface capturing the energy therefore can attain higher temperature before heat loss due to radiation and convection wastes the energy that has been collected. The concentrators are provided with tracking mechanism to follow the sun's path across the sky.

A simple parabolic dish concentrates the oncoming solar radiation to a point. An insulated receiver containing fins inside and black absorber on outer surface is placed at this point absorbing the concentrated radiation and transferring it to water. The parabolic dishes are tracked about two axis.

The advantage with dish collector is that they produce high temperature which can be used for vapor absorption machines to provide space cooling during summer. However due to paucity of time, further study has not been done with solar dish collectors, though it is felt that the

payback period will be lesser in the case of this system as the solar energy can be used throughout the year. 5.0 Design with Flat Plate Collector:

5.1 System Sizing:

Selecting the appropriate solar energy system depends on factors such as the site, design, and heating needs of the building. The local climate, the type and efficiency of the collector(s), and the collector area determine how much heat a solar heating system can provide. Since the Solar energy systems are very costly the system size should not be based on the maximum energy consumption on a few days. During the peak load days the energy consumption of 4572.5 kWhr has occurred only once and 4156.5 kWhr has occurred on four days during the month of January, '09. If the whole system is designed to cater for energy requirement on these days the system will be oversized and redundant for most of the time.

The incremental contribution of solar energy decreases with the increase in number of collectors progressively. This has been shown in the chart shown below using the actual data of energy consumption for space heating for the year 2008-09. Consequently, the incremental financial benefit accrued decreases with increase in the size of the solar thermal system. This is because the heating load varies over a vast range during the winter season. The system size should be selected such that it meets the substantial part of the energy requirement during peak load days and should meet full requirement on remaining days of the season.

If a large number of solar collectors are provided it would not be economical. It would be wise to have optimum mix of solar thermal energy and conventional fuel to provide the most economical solution.

It is usually most economical to design an active solar heating system to provide 50-70% of the heating energy needs. Based on the solar fraction selected, number of collector and other system components are worked out.


Chart Showing Incremental Solar Contribution with Change in number of FPC

Average energy consumption during the month of January, '09 works out to 2909 kWhr.

Assuming a solar fraction of 60% of the average energy consumption the energy requirement to be met by solar energy works out to

= 0.6 X2909 kWhr/day=174 5.4 kWhr/day Assuming a system efficiency of 80% the solar

energy required to meet the daily heating load works out to = 1745.4/0.8 kWhr/day

= 2181.75 kWhr /day or = 2181.75 x 860 Kcal/day

= 1876305 Kcal/day

A collector of size 2050x1040x100mm and aperture area 2.0 m² gives 4500 kcal per day.

The number of collectors required are = 1876305/4500 = 417

Therefore, a system size of 425 FPC is selected. Area required for each collector

2= 3m / collector

Area required for installation of collector2

= 425x3 m2

= 1275 m.

These collectors can be accommodated on the AC plant room, substation building and on the roof of the

2motor garages having total terrace area of 1625 m .

The calculations of present energy consumption, solar energy contributions and payback period have been worked out in the excel worksheets which is placed at Annexure-III.

(The above calculation is based on the solar collectors manufactured by M/s EMVEE Solar which are presently installed at RCF at various locations for water heating.)

5.2 Flat Plate Collector Orientation

The orientation of the collector must be related to the position of the sun at the time of the year during which solar collection is to be maximized. Since the collectors will be used only for space heating during winter season the orientation of solar collectors should be such that it gets maximum radiation during winter season. The collector for this period should normally tilt at an angle equal to the latitude plus 15°. Kapurthala is situated at 31° 22' North latitude and 75° 36' East longitudes. The flat plate collectors should be mounted facing south direction with an inclination of 44° 22' or say 45° from horizontal.

5.3 Schematic Design of the System :

Schematic design for proposed solar space heating system is shown at Annexure-IV. The diagram shows the relationship for several components and the fluid loops used for heat collection, storage and transport to load i.e. AHU/FCU. The system consists of four space heating fluid loops. The first loop is collector fluid loop. The pump P causes fluid flow through the solar collectors and main 1

storage tank and heat from the collectors is transferred to the main storage tank. The P continues to operate until 1

the collector temperature is higher than the temperature of the fluid in the tank.

The second loop in the system is the energy delivery loop. In this loop the pump P circulate fluid from 2

the main storage tank through a heat exchanger. The third loop consists of heat exchanger on one side, load side


storage tank, and pump P . Pump P and pump P operate 3 2 3

in unison. The operation of pump P and P together 2 3

transfers heat from the main storage tank to the load side storage (5 KL) through heat exchanger. The operation of pump P and P is triggered when the temperature in the 2 3

load side storage tank is less than the preset temperature. The fluid from load side storage tank is passed through the back up hot water generator before being circulated to the AHU/FCU installed in the building. If there is insufficient stored solar heat, the control system switches on the electric hot water generator to make up for the deficiency. The pumps P in the load fluid circuit are the ones used for 4

circulating chilled/hot water through the existing AC plant..

5.4 Solar Storage Tank

The thumb rule followed for storage tank capacity in US is 1.5 to 2.0 US gallons per sq ft of collector aperture area. The storage kept is normally sufficient for period of 1-2 days for working of 24 hr period (Ref. P/182, The Solar Heating Design Process by Jan F. Krieder, McGraw-Hill Book Company). By the US standard (assuming 1.75 US gallon per sq.ft of collector area) the storage capacity for

2425 collectors of aperture area of 2.0 m each works out to 60918 litres.

In our case, the heating load will be available for about 8-10 hrs. a day during day time. During this period the heat collection period and heat utilization period are overlapping. Therefore the storage requirement will be drastically less than the value used in US.

The temperature rise of the water inside the tank should not be too high as to generate steam and at the same time the temperature rise should not be too less for the heat transfer to take place. Assuming a safe temperature rise of 75°C and 15% losses, the tank capacity can be worked out as follows.

The total heat output capacity of 425 collectors = 1912500 kCal/day

Temperature rise T= 75°C

▲

Capacity of the Solar Tank = 1912500 x 0.85 / 75 litre= 21675 litre.The tank capacity of 20000 litres is selected. With

the temperature rise of 75°C it is possible to easily transfer heat to the intermediate tank of 5 KL.

A horizontal tank of stainless steel SS-304 with adequate insulation is proposed as they are easily available and can be purchased in almost any size and shape. The tank shall be insulated with glass/rockwool having density 48 kg/cu.m with thermal conductivity 0.028 to 0.033 W/mK. The tank shall be provided with Al cladding with 24 SWG Al sheet.

One of the key characteristic of a tank is the method of introducing heat from solar loop and removing it from the tank to the heat delivery loop. The diagram at Annexure-V shows a method of connecting the collector and delivery fluid loops to the storage tank. Collector heated fluid enters at the upper left corner of the tank, replacing fluid drawn off from the right hand corner. The cross flow ensures that the entire volume of the tank can be solar heated in addition, the cross flow connection to the heat exchanger are also used. This flow arrangement will result in the hottest possible fluid to the heat exchanger.

5.5 Heat Exchanger:

The heat exchanger is required to transfer solar heat from the storage tank to the fluid on the load side to carry it to AHU/FCUs installed at various places in the Building. The temperature of the load side fluid is controlled by varying the flow rate of the water on the storage tank side.

5.6 Load Side Storage Tank

In order to control the temperature of hot water to load it is necessary to have load side storage tank which stores water at preset temperature. When the temperature of the water in this tank is reduced the pump P2 and P3 start and operate till the temperature in the load side is


maintained at preset temperature.

5.7 Controller:

Solar controls use sensors, switches, and/or motors to operate the system. The heart of the control system is a differential thermostat, which measures the difference in temperature between the collectors and storage unit.

Solar system controller will select several operational modes for the system. The first mode to be considered is solar heat collection. If the temperature of the solar heat collector is above that of the storage tank by a given amount say 5 °C to 10 °C, thermostat turns on a pump P to circulate water through the collector to heat the water and transfer the same to the storage tank. The differential thermostat measures the difference between the collector and the storage tank.

Pump P will be variable flow pump operated by a variable 2

speed drive. Operation of pump P and the flow rate shall 2

be controlled by three variables

wTemperature of the fluid in the solar main storage tank

wTemperature of the water in the load side tank

wPreset temperature at the outlet of the load side storage tank to meet the load requirement to maintain the comfort temperature in the building.

Pump P and P operate simultaneously.2 3

In case, there is insufficient heat from solar tank to maintain the desired temperature of hot water in the load side storage tank, the thermostat provided in the hot water generator will signal the operation of electrical heating system.

5.8 Cost of the System and Financial Justification:

5.8.1 System CostA budgetary offer for the system mentioned above

1

has been obtained which is placed below.

For RCF Admn. Bldg - Solar based Space Heating System

Solar Water Heating Industrial Sys tem o f 425 co l l ec to r s (Solarizer) capacity 19.12 L K C a l s / d a y c o m p r i s i n g o f Insulated MS storage tank 20 KL, p lus 5 KL Cu-Cu (Copper to Copper) Solar Collectors with u l t r a s o n i c w e l d e d f i n s , Internal Piping /fittings, forced circulation system, pumps etc. (to replace electrical load for Air Heating System)

System integration & Logic Control

Design, Supply, Installation, Commissioning & Integration of Solar Systems on terrace using 32mm GI Hot Line, Inergration with Exist ing Electr ica l Heat ing Electrical Hot Water Generators, Hear Transfer system based on c o m p l e t e l o g i c c o n t r o l & automation by use of Sensors & Heat Control Panel, Circulation Pumps, Piping

SI. Particulars Rate NoPrice(INR)

1.

2.

01 1,01,75,000.00

01

set

11,80,000.00

Total 1,13,55,000.00

So the total cost of the system will be Rs. 1,13,55,000/- without taking into account the subsidy offered by the Govt. of India through MNRE. The subsidy offered by MNRE is as follows.

u50% of the cost of system subject to a maximum of Rs 5000 per sqm of dish area for solar concentrating system and Rs. 2500 per sqm of collector area for FPC based solar air heating system/dryer will be provided to non profit making institutions/organizations.

Oru35% of the cost of system subject to a

maximum of Rs 3500 per sqm of dish area for solar concentrating system and Rs. 1750 per sqm of collector area for FPC based solar air heating system/dryer will be provided to commercial/industrial organization/ industrial organization( profit making and claiming depreciation.


institutions/organizations. Since RCF is a non-profit making organization, it is entitled to Rs 2500/ per sqm of the collector area.

The amount of subsidy works out to = Rs 2500 x 850= Rs. 2125000/-

The cost of the system (minus subsidy)= Rs. 9230000/-

5.8.2 Payback Period:

I. Energy Savings:

uFuel Used : Electricity

uPresent annual electricity consumption: 126320 kWhr

uUnit cost of fuel : Rs. 4.50 per unit for the first year

uCost of fuel for the first year : 126320x4.50 = Rs.568438/-

InitialInvestment in425 collectors

SWHS withHeat Transfer

System

Capital [email protected]/m2 x425

(organizations notclaiming depreciation)

Fuel Saving @ 05%yearly

increase

Balance atend of the

year

No. ofyears

1,13,55,000.00 2337500 441978.1

464077.0

187280.8

511644.8

537227.1

564088.4

592292.9

621907.5

653002.9

685653.0

719935.7

755932.5

793729.1

833415.5

875086.3

8788021.9

8323945.0

7836664.2

7325019.3

6787792.2

6223703.8

5631410.9

5009503.4

4356500.5

6370847.5

2950911.8

2194979.3

1401250.3

567834.7

-307251.6

1st year

2nd year

3rd year

4th year

5th year

6th year

7th year

8th year

9th year

10th year

11th year

12th year

13th year

14th year

15th year

Negative cash flows indicate system has achieved payback in nearly 15 years time.

The above payback has been worked out based on the energy consumption which in turn is based on the logbook records. But this data does not seem to be correct if one looks at the daily ambient temperatures recorded during the winter season. The energy consumption is not commensurate with the ambient temperatures recorded during certain periods. The period between 10th of Dec. 08 and 20th of Dec. '08 was warmer than the corresponding period in Feb '09 but the energy consumption in Dec. '08 in the same period is more as compared to Dec. '08. Therefore due to the correct appraisal correct data need to be collected.

6.0 Recommendations

The payback period of 15 years as calculated above is very high. However, it may be pointed out that the solar energy projects are not always financially attractive; they are justified because of their value as clean energy and promotion of renewable source of energy. It is therefore recommended to install a FPC based solar thermal energy system with 425 FPC for space heating.

7.0 List of Annexures :

Annexure-I - Logbook data for the working of hot water generators

Annexure-II - Record of ambient temperatures

Annexure-III - Calculation of energy consumption, solar energy contribution, payback period, etc.

Annexure-IV - Schematic design and fluid flow diagram of solar space heating system

Annexure-V - Storage tank and its connection diagram.

Annexure-VI - System specification

Annexure VII - Admn. Building key plans showing availablearea for collector mounting

Annexure-VIII - AC plant layout



01.02.09 - - - - - 4

02. 02.09 295 200 400 02.25 11.00 4

03. 02.09 146 255 400 04.00 10.00 4

04.02.09 295 223 400 03.10 06.00 4

05.02.09 140 200 400 05.15 06.00 4

06.02.09 150 206 400 04.50 06.00 4

07.02.09 150 250 400 02.55 04.00 4

08.02.09 - - - - - -

09.02.09 - - - - - -

10.02.09 300 273 400 04.10 10.40 4

11.02.09 270 300 410 10.10 02.35 4

12.02.09 158 300 400 08.40 02.30 4

13.02.09 225 300 400 08.25 01.40 4

14.02.09 300 300 400 01.25 03.20 4

15.02.09 - - - - - 4

16.02.09 300 292 400 10.30 03.25 4

17.02.09 295 250 400 02.20 06.20 4

18.02.09 300 300 400 04.00 01.30 4

19.02.09 - 225 400 - 11.00 4

20.02.09 - 150 400 - 10.20 4

21.02.09 150 - 400 01.00 01.35 4

22.02.09 - - - - - -

23.02.09 - - - - - -

24.02.09 - 140 400 01.00 04.35 4

25.02.09 - - - - - -

26.02.09 - - - - - -

27.02.09 - - - - - -

28.02.09 - - - - - -

Date 08:00 10:00 12:00 14:00 16:00 18:00

01.01.09 43 48 54 55 50 48

02.01.09 42 43 50 60 62 55

03.01.09 45 47 48 54 56 54

04.01.09 50 60 63 62 62 58

05.01.09 50 60 62 65 67 59

06.01.09 43 55 62 65 64 57

07.01.09 43 55 60 64 62 62

08.01.09 43 53 63 67 65 59

09.01.09 45 50 62 65 63 60

10.01.09 50 55 61 64 62 57

11.01.09 49 56 62 65 64 60

12.01.09 43 54 64 68 67 64

13.01.09 44 57 68 70 70 67

14.01.09 43 55 66 69 70 66

15.01.09 49 56 70 70 70 64

16.01.09 57 60 60 57 60 57

17.01.09 57 60 66 67 62 60

18.01.09 57 59 63 65 62 58

19.01.09 50 57 64 68 66 62

20.01.09 51 58 65 70 68 62

21.01.09 49 57 62 66 68 61

22.01.09 50 56 65 68 69 65

23.01.09 51 54 63 69 67 65

24.01.09 58 62 64 68 67 62

25.01.09 55 58 60 62 68 61

26.01.09 56 59 62 65 68 62

27.01.09 52 60 65 69 68 64

28.01.09 50 53 60 70 70 67

29.01.09 50 57 65 70 70 65

30.01.09 49 57 66 70 68 65

31.01.09 49 57 68 70 68 65

Annexure-I Annexure-II

Log Book Data for Working of Hot Water Generators

Month of February'09

Ambient Temp. for the Month of January'09

DateAvg Amp. Working Hours

HWG-I HWG-IHWG-II HWG-IIVoltage Pumps

Annexure-III Annexure-III

Date 100 200 300 400 500 600 4252/1/2009 0 0.0 0 0.0 0 0.0 0.02/2/2009 523.25 1046.5 1569.8 2016.7 2016.7 2016.7 2016.72/3/2009 523.25 1046.5 1569.8 2093.0 2171.2 2171.2 2171.22/4/2009 523.25 1046.5 1569.8 1574.8 1574.8 1574.8 1574.82/5/2009 523.25 1046.5 1340.6 1340.6 1340.6 1340.6 1340.62/6/2009 523.25 1046.5 1358.2 1358.2 1358.2 1358.2 1358.22/7/2009 523.25 996.2 996.2 996.2 996.2 996.2 996.22/8/2009 0.0 0.0 0.0 0.0 0.0 0.02/9/2009 0.0 0.0 0.0 0.0 0.0 0.0

2/10/2009 523.25 1046.5 1569.8 2093.0 2616.0 2888.4 2223.82/11/2009 523.25 1046.5 1569.8 2093.0 2286.5 2286.5 2286.52/12/2009 523.25 1046.5 1468.6 1468.6 1468.6 1468.6 1468.62/13/2009 523.25 1046.5 1569.8 1659.6 1659.6 1659.6 1659.62/14/2009 523.25 987.2 987.2 987.2 987.2 987.2 987.22/15/2009 0 0.0 0.0 0.0 0.0 0.0 0.02/16/2009 523.25 1046.5 1569.8 2093.0 2616.0 3139.5 2223.82/17/2009 523.25 736.0 736.0 736.0 736.0 736.0 736.02/18/2009 523.25 1046.5 1569.8 2093.0 2616.0 3117.6 2223.82/19/2009 523.25 1046.5 1569.8 1610.2 1610.2 1610.2 1610.22/20/2009 164.2 164.2 164.2 164.2 164.2 164.2 164.22/21/2009 103.9 103.9 103.9 103.9 103.9 103.9 103.92/22/2009 0.0 0.0 0.0 0.0 0.0 0.02/23/2009 0.0 0.0 0.0 0.0 0.0 0.02/24/2009 444.2 444.2 444.2 444.2 444.2 444.2 444.22/25/2009 0 0.0 0.0 0.0 0.0 0.0 0.02/26/2009 0 0.0 0.0 0.0 0.0 0.0 0.02/27/2009 0 0.0 0.0 0.0 0.0 0.0 0.02/28/2009 0 0.0 0.0 0.0 0.0 0.0 0.0

0 0.0 0.0 0.0 0.0 0.0 0.00 0.0 0.0 0.0 0.0 0.0 0.0

0 0.0 0.0 0.0 0.0 0.0 0.0

8561.1 15989.7 21726.9 24925.4 26766.1 28063.6 25589.538524.725 71953.65 97770.825 112164.3 120447.45 126286.2 115152.92

Solar contribution to the total energy consumption with no FPC

No. of FPC

1 4.5 568440.0 441978.1 8788021.9

2 4.7 596862.0 464077.0 8323945.0

3 5.0 626705.1 487280.8 7836664.2

4 5.2 658040.4 511644.8 7325019.3

5 5.5 690942.4 537227.1 6787792.2

Years cost/unit

Annual cost

of

electricity

Payback

due solar

system

Balance

=(cost of

solar system -

payback )

6 5.7 725489.5 564088.4 6223703.8

7 6.0 761764.0 592292.9 5631410.9

8 6.3 799852.2 621907.5 5009503.4

9 6.6 839844.8 653002.9 4356500.5

10 7.0 881837.0 685653.0 3670847.5

11 7.3 925928.9 719935.7 2950911.8

12 7.7 972225.3 755932.5 2194979.3

13 8.1 1020836.6 793729.1 1401250.3

14 8.5 1071878.4 833415.5 567834.7

15 8.9 1125472.3 875086.3 -307251.6

Payback Calculation9017500Total cost of solar system with FPC=

100-200 26439.7

200-300 20991.7

300-400 15124.3

400-500 12771.4

500-600 8912.0

Incremental

FPC no.

Incremental

solar

contbn,

kWR

Calculation of Solar Contribution.

No of FPCAnnual

Energy solar contribution

Electr ical

energyIncrementalsolar

100 126319.7 32181.5 94138.1

200 126319.7 58621.3 67698.4 26439.7

300 126319.7 79613.0 46706.7 20991.7

400 126319.7 94737.3 31582.4 15124.3

500 126319.7 107508.7 18811.0 12771.4

600 126319.7 116420.7 9899.0 8912.0

425 126319.7 98217.3 28102.354

30000

25000

20000

15000

10000

5000

0100-200 200-300 300-400 400-500 500-600

Chart showing incremental Decrease in Solar Contribution with incremental increase in no. of FPC

Annual energy Consn. = 126319.7

568438.473

Total Cost of Electricity used for heating water for space heating =

28

Annexure-IV

Annexure-V

Annexure-VI

TECHNICAL SPECIFICATION FOR SOLAR SPACE HEATING SYSTEM

DESCRIPTION SPECIFICATION

SOLAR SYSTEM SPECIFICATIONS

System Capacity : 19.125 Lakh KCals/day

Solar Collectors (nos.) : 425 nos.

29

Storage Tank Connection Diagram

Schematic Diagram of Solar Space Heating System - RCF

Solar System area : 1275 sq. mtrs. (approx.)

System type : Forced circulation, Pressurized

Application : Air Heating

SOLAR COLLECTORS SPECIFICATIONS (SOLARIZER)

a. Type of Collector : Liquid Flat Plate Parallel

Flow type

b. Collector Box Details

Size of collector : 2080 x 1070 x 100 mm

Collector Area : 2.132 sq. mtrs

Material : Extruded Aluminium Frame

Outer Coating : Polyester UV resistant

Thickness : 1.4 mm +/- 0.2

Back sheet : Aluminium # 16 SWG

c. Insulating material for solar collectors

Material : Rockwool

Thickness of bottom : 50 mm

insulation

Thickness of side insulation : 25 mm PUF

Thermal conductivity : 0.029 W / mK

Heat resistance : 0.96 sq. mtr. C/w

Density : 48 Kg. / Cu. M.

d. Absorber Details

PUMP P2

PUMP P3

P1

P4

Absorber Type : Cu-Cu, Ultra sonically welded2

Absorber area : 2 m

Thickness : 0.19 mm

Absorber Coating : Selective NALSUN

Safety : Theft proof

Collectors absorbtivity : > 0.96

Collectors emmissivity : < 0.20

Fins Welding : ULTRASONIC

e. Riser & Header Tube Details

Material : Copper (Cu-Cu)

Dia. Header : 25.54 mm (0.71 mm thickness)

Dia. Riser : 12.00 mm (0.56 mm thickness)

Thickness Header : 0.71 mm

Thickness Footer : 0.56 mm

No. of Risers : 9 nos.

Spacing of Risers : 112 mm

Flanges Material : Brass

Flanges Dia : 63 mm2Working Pressure : 2.5 kg/ cm

f. Glazing

Material : Toughened Glass

Thickness : 4.0 mm

Solar Transmitivity : > 88 %

Beading : EPDM

g. Hardware : Stainless Steel – 304/Zinc

Plated

h. Weight : approx 45 Kgs. (Dry)

COLLECTOR’S STAND

Material : 40 x 40 x 3 mm thick

Details of protective coating : Powder Coated

HOT WATER STORAGE TANK

No. of tanks with type : Horizontal, 2 no.

Capacity (total)

For main storage tank : 20000 L

For load side storage tank : 5000 L

Material : MS 8mm Shell, 10mm dishes

(for main tank)

Working Pressure : 3 Kg per sq. cm

Insulating material for tank : Glass/Rockwool

Thermal conductivity of : 0.028 to 0.033 W/mK

Annexure-VI contd..

Annexure-VII

Annexure-VIII

30

ADMINISTRATIVE BLOCK : KEY PLAN

LAYOUT OF AC PLANT

insul. Mat

Density of insulation material: 48 Kg. / Cu. M

Thickness of insulation : 100 mm

material

Cladding finish : Aluminium Sheet 24 SWG

Remedial Actions to Problems on Valves and Pipes Related to Brake System on AC EMUs/MEMU in Delhi, UMB & LKO Division of Northern Railway

By S.B. Singh/Principal (Based on Project Report)

SYNOPSIS

It deals with the study on "Remedial Actions" to problems of pneumatic valves and the associated pipeline to Brake System on AC EMUs/MEMUs Delhi, UMB & LKO Division of Northern Railway.

Delhi Division runs 168 suburban trains daily on Mail Line of UMB, Delhi, TDL, CNB, LKO, Barabanki and DLI, AGC & TDL section. Commuters need a trouble free EMU/MEMU service, thus the punctual running of EMU/MEMU service is the utmost requirement of commuters.

One of the reasons effecting the punctuality and detention on service is on account of Brakes not releasing. The incidence of BNR is taking place on account of malfunctioning of vital pneumatic valves mounted on EP unit module.

The functions of the important valves of Brake Systems, statistics of failure, causes for failure and the remedial actions taken are dealt with in this paper.

1. INTRODUCTION

it is obligatory to give the details and functions of various valves connected to Brake System of AC EMU/MEMU's running in NR divisions.

On EMU/MEMU rakes, the pipe pressure is to be maintained as 5.0-kg/cm2. When isolated cock switch of Brake Controller is made "ON", air pressure from the main reservoir pipe is connected to Brake pipe through the pressure-reducing valve provided on Brake controller. Thus the said pressure-reducing valve plays an important function in Brake System.

On EMU/MEMU rakes, there are three types of Brakes:-

1. E.P.Brake

2. Auto Brake

3. Emergency Brake

On each coach Brake unit is provided. The various valves and functions of Brake unit are:-

1.2. Holding Magnet ValveWhen EP brake application is made through the

Driver Brake Control Valve, first the holding magnet valve is operated on all the units and the exhaust port of the brake cylinder is closed.

1.3. Application Magnet ValveApplication Magnet Valve will connect the air

pressure from MR pipe to brake cylinder through the limiting valve.

1.4. Limiting ValveThe maximum brake cylinder pressure which can be

obtained during E.P.service brake application is determined 2

by the setting of Limiting Valve i.e. motor coach 1.6 kg/cm 2

and trailer coach 1.8 kg/cm .

1.5. Safety ValveSafety valve connected in the circuit will blow out if

the pressure setting is distributed to higher side and air pressure to the brake cylinder will be limited to the required pressure.

1.6. Triple ValveThis valve has to carry out three main functions:-

a) Charges the Auxiliary reservoir equal to brake pipe 2

pressure at 5 kg/cm .b) Connects the Auxiliary reservoir pressure to brake cylinder during Auto brake application.c) Connects the brake cylinder pressure to atmosphere during release.d) Triple valve comes into operation during Auto brake and Emergency brake.

1.7. Triple Valve Stabilizing ValveThe Triple Valve Stabilizing Valve and its associated bulb ensure that the triple valve is always in release position when E.P. brake is being used.

31

2.0 The month wise Defect Failures on account of Brake not releasing during the year 2004-05 are given below:-

86 44.18

11

07

05

09

19

14

03

09

09

April-04

May-04

June-04

July-04

Aug-04

Sep-04

Oct-04

Nov-04

Dec-04

1.

2.

3.

4.

5.

6.

7.

8.

9.

07

04

03

06

03

06

02

05

02

63.6

57.1

60.0

66.0

15.7

40.8

66.6

55.5

22.2

Sr.No MONTH TOTAL DEF/FAILURES DEFECT DUE BNR %AGE

TOTAL 38

2.1 BNR cases on EMU rakes during the year 04-05

are 38 and constitute almost 44.18 of the total unit defect

cases. Month wise detailed analysis of the shed arising

and the defect given in service during the year 04-05 has

shown that 55.82 of thee total cases are due to sticky

valves, such as holding magnet valve, application magnet

valve and triple valve which are housed in the EP unit fitted

on each coach under frame.


COMPRESSOR

BRAKE

CYLINDER

LIMITING

VALVE

EMU/MEMU BRAKES NOT RELEASING CASE RESULTED INTO UNIT DEFECTS COMPONENTS WISE ANALYSIS. (FROM APRIL 2004 )

3.0 Month wise analysis of BNR cases resulted into

defect during the year 04-05 was carried out component

wise detail and is attached above Annexure -I.

4.0 Sticky Valves andCases other than Sticky valves

The points for the causes of sticky valves and cases other

than sticky valves are shown as Annexure A & B

respectively. 24

15

5

4

Valve StickyRubber Component failureComponent Failure

1.2.

3.

16.2

5.42

4.33

9

2

3

SrNo.

Types of FailureWSF make

No of cases

Holding: 123 Nos FRPCPY

Escorts make

No of cases

TOTAL 25.95

Holding: 300 NosFRPCPY

4.0

0.88

1.30

14 6.18

1 1 97.

TOTAL

MISC - 1 1 2 2 - 1

7 4 3 6 3 6 2 5 2 38

1

Sticky Valves

a) Holding Valves

1.

2.

3.

4.

5.

SrNo.

DEFECT APR04

MAY04

JUN04

JUL04

AUG04

SEP04

OCT04

NOV04

DEC04

TOTAL

2 1 1 1 - 1 - 2 - 8

b) Limiting Valve/

Reducing Valve

c) Application Valve

Triple / Valve

Diaphragm Torn

Limiting Valve

Gasket Bust

Lt Cable

a) Shorting etc

Brake Gear

a) Floating Lever

over adjusted

causing Brake

Block Jam

- - - - - 1 - - - 1

4 1 - 3 1 2 1 1 1 14

1 1 3- - - - --

- - - - - - - - - -

- - - - - - -2 1 3

- - - - - - - - - -

5.0 There are two types of Brake units provided on

EMU's. Make wise analysis of EP unit failures including

shed arising and defect caused on line during the year 04-

05 are as follows:-


Annexure - I

5.1 The report is made based on the analysis of the

defects pertaining to EMU Car shed Ghaziabad and

Stabling siding: UMB, PNP, DLI, HNZM, PWL, CNB &

LKO.

5.2 Analysis shows that valve sticky cases are mainly

on WSF EP units.

5.3 Rubber components failures cases are more on

WSF EP units.

5.4 Valve sticky cases are mainly on WSF make units.

6.0 Action Plan:

6.1 Defects and factors causing in valve sticky cases

and other than valve sticky cases along with the action

taken/ to be taken and agency for implementation have

been tabulated and are attached as Annexure-C&D.

6.2 Actions taken on short-term measures and to be

taken on long term measures are enclosed as

Annexure-E.

Causes of Sticky Valves Annexure - A

1. Dust Entry2. Oil Entry 3. Water Entry 4. Rubber seat perished

1. Dust Entry2. Oil Entry 3. Water Entry 4. Valve Seat Spring Weak5. Eccentric prod worn out and sticky.

Sr. No

A

1. Dust Entry2. Oil Entry3. Water Entry4. Metallic Bush worn out5. Magnet Valve coil getting shorted and core getting magnetized in Escort type

B

1. Dust Entry2. Oil Entry3. Water Entry4. Plunger Spring bend5. Plunger Spring weak6. Plunger bend

C

F

Magnet Valve Ball Pilot Valve Sticky

Limiting Valve / Reducing Valve

Stickey

D 1. Rubber Packing ring perished. 2. Piston small end moving area getting dry due to packing ring tight fir and causing starvation of grease.

E Triple Valve Quick Service Valve 1. Dust Entry2. Spring Weak

Defect Cause

Magnet Valve Core Sticky

Magnet Valve Plunger Sticky

Application Valve Piston Sticky


1. Brake Pipe pressure charging erratic due to reducing Valve

Diaphragm torn.

2. BP train line leakage.

3. Uneven BP charging from both end cabs of a cake.

Sr.

No

A

B

1. Application Valve cap fixing bolt Broken and Brakes applied.

2. Magnet Valve plunger bend.

3. Triple Valve top aluminium plate knob size is more and rubber

seat of ball Pilot Valve getting pressed.

C

Failure due to Brake Pipe Pressure

D 1. Sometime driver does not get Indication of brake application and

release.

Defect Cause

Failure of Electrical Induction of Brake

application and release.

CAUSES OTHER THAN STICKY VALVES

Annexure - B

Failure of Rubber Components

1. Triple Valve diaphragm torn

2. Limiting Valve diaphragm torn

3. Application Valve Piston packing ring perished

4. Magnet Valve Ball Pilot Valve rubber

seat perished.

Failure of Components

ACTION PLAN TO REDUCE STICKY VALVES CASES ANNEXURE - C

Sr.

No

1.

Defect Agency

Magnet

Valve Core

Sticky

Cause

1. EP unit cover gasket to be provided.

2. Pipe line filters and stainers to be cleaned.

3. Air blowing of pipe line.

4. Dropping of inter cooler for effective cleaning.

5. Provision of air deflector in pipe line filter to be

ensured.

6. Dirt collectors to be replaced with pipeline

filters.

Action

1.1 Dust Entry POH/shed

POH/shed

POH/shed

POH/shed

POH/shed

POH/shed


1. Overhauling of oil separator to be ensured.

2. Compressor oil consumption to be monitored

and compressor, which are consuming more oil

to be changed.

3. Draining of oil separator to be done regularly.

4. Dry suction strainer to be cleaned.

1.2 Oil Entry

1. All drain cocks to be drained regularly during

trip inspection & schedules.

2. Inter cooler and after cooler to be cleaned for

effective cooling of air.

3. Automatic drain valve to be provided.

4. Centrifugal dirt collection to be replaced with

pipe line filters.

1.3 Water Entry

1. The resistance or each coil to be measured

2. Load test for each magnet valve coil to be

carried out.

1.4 Magnet valve coil

getting shorted and

core getting

magnetized in

escorts type.

POH

POH/shed

POH/shed

Trip/Stab

/shed

Trip/Stab

POH/shed

POH/shed

POH/shed

POH/shed

POH/shed

2. Magnet

Valve

Plunger

2.1 Dust Entry

2.2 Oil Entry

2.3 Water Entry

2.4 Plunger Spring

bend

2.5 Plunger bend

Same as mentioned at 1.1



Spring to be changed

Bend plunger to be replaced.

POH/shed

POH/shed

POH/shed

POH/shed

POH/shed

3. Magnet

Valve ball

pilot valve

sicky

3.1 Dust entry

3.2 Oil entry

3.3 Water entry

3.4 Rubber seat

perished

3.5 Magnet valve top

aluminium plate knob

size more & valve

seat getting pressed

and valve gets stuck up.




Both upper and lower rubber valve seats to be

replaced during POH

Each top aluminium plate to be checked for

proper dimension during POH

POH/shed

POH/shed

POH/shed

POH/shed

POH/shed


4. Application

valve pistion

sticky

4.1 Rubber packing

ring perished.

4.2 Piston small end

moving area getting

dry due to packing

ring tight fit and

causing starvation of

grease

To be replaced during POH

1. During OH each packing clamps to be checked

for correct dimension during OH.

2. Piston assembly small end to be tested with

go/no go gauge.

POH/shed

POH/shed

POH/shed

5. Triple valve

quick service

valve sticky

5.1 Dust entry

5.2 Spring weak/bend

POH/shed

POH/shed



6. Liminiting

valve/

Reducing

valve sticky

6.1 Dust Entry

6.2 Oil Entry

6.3 Water Entry

6.4 Valve seat spring

weak

6.5 Eccentric prod

worn out and

sticky

POH/shed

POH/shed

POH/shed

POH/shed

POH/shed




Each spring to be tested for proper deflection

Eccentric prod to be checked for its proper

dimensions and to be replaced if worn out

excesseively

Sr.

No

A

Defect Agency

Failure of

Rubber

Components

Cause

1. To be replaced during 6 monthly recycling &

POH

2. Diaphragm to be rested for proper quality &

thickness through out area of diaphragm.

Action

1. Triple valve

diaphragm

POH/shed

POH/shed

POH/shed

POH/shed

2. Limiting valve

diaphragm torn


POH

2. Diaphragm to be tested as per the drawings

ACTION PLAN TO REDUCE OTHER THAN STICKY VALVE CASES Annexure - D

3. Application valve

piston packing ring

perished


POH

POH/shed


4. Magnet valve ball

pilot perished

1. Ensure proper fitment of piston packing ring

and to be tasted on gauge during POH.

POH/shed

5. Triple valve

graduating valve

seat pressed

1. Rubber seat pressed more than 0.2 mm to be

replaced during OH

POH/shed

B Failure of

Components

1. Application valve

cap fixing bolt broken

and brakes applies

1. 516” bolt is ‘to be placed in place of 1/4” bolt.

Spring washers and flat washers to be renewed

during overhauling.

POH/shed

2. Magnet valve

plunger bend

1. Before fitment each plunger to be tested on

gauge to detect even minute bend.

POH/shed

3. Triple valve

plunger establishing

valve piston rod

broken

1. Strengthening of TVSV Piston rod POH/shed

4. Magnet valve top

aluminium plate

knob size is more

and rubber seat of

ball pilot valve

getting pressed

1. Each aluminium top plate to be checked for

proper size before fitment

POH/shed

C Failure due

to brake

pipe

pressure

1. Brake pipe

pressure charging

erratic due to

reducing valve

eccentric prod

broken

1. Eccentric prod to be inspected thoroughly

during OH & to be placed

2. Strengthening of eccentric prod by changing

the design

3. BP pressure reducing valve to be OH SI 6

monthly

POH/shed

POH/shed

POH/shed

2. BP train line

leakage

3. Uneven BP

charging from both

end cabs of a rake.

1. To be checked during stabling and schedules

2. Pressure reading to be taken

POH/shed

POH/Stab

Stab/Insp

1. BP charging from both ends to be checked &

ensure equal Charging.


D Failure of

Electrical

indication of

brake

application

& release

1. Electrical circuit

disconnected

1. To be checked during inspection in shed. POH/Stab

1. PROVISION OF AUTOMATIC DRAIN VALVE

The ADV consists of one electro pneumatic valve

operating at 110 volts DC & auto drain unit fitted on main

reservoir tank of each motor coach with a suitable pipe

fittings. The magnet valve operates through the N/C

contact of ABB trip circuit wire No 1433 and operating time

is about 8-10 sec. The operation of magnet valve further

operates the auto drain unit which is connected main

reservoir tank to atmosphere and thus water gets drained

out for 8-10 sec. When ABB closes the trip circuit

disconnects the electric supply of magnet valve and stops

the sensing pressure of ADV unit, which stops exhaust of

MR tank. In case ADV goes defective, the same can be

isolated by utilizing isolating cock & water draining can be

done manually by using drain cock as shown in figure.

2. SHORT TERM MEASURE

2.1 Action Taken at Carshed.

2.1.1 100% cinted bronze filter elements to be replaced on all MR filter assemblies to ensure effective cleaning.

2.1.2 The dirt collector on MR pipe line to be replaced with cinted bronze filter assembly.

2.1.3 Auto drain valve to be fitted on all motor coaches.

2.1.4 Water draining is being done all the rakes kept in carshed and stabling sidings.

2.1.5 The setting of BP reducing valve has been 2 2

increased from 4.6-kg/cm to 5-kg/cm for faster charging.

2.1.6 The compressor consuming more oil than normal ar pin pointed and replaced.

2.2 Action taken at Stabling Sidings.

2.2.1 Close monitoring of water draining of all the rakes during night stabling.

3. LONG TERM MEASURE

3.1 Actins to be taken at POH shed.

3.1.1 All the compressors should be thoroughly checked during POH for their clearances in the cylinder liners and the worn out liners should be replaced.

3.1.2 Compressor inter-cooler and after-cooler should be thoroughly cleaned as per laid down procedure.

3.1.3 Corroded pipes should be replaced during POH

3.1.4 All perishable components like rubber gaskets and filter elements should be replaced entirely in POH.

3.1.5 The resistance of each magnet valve coil should be checked. These should also be load tested at 80 volts

2and pressure of 7 gm/cm .

3.1.6 Provision of automatic drain valve to be completed an all rakes.

3.1.7 Existing all filter elements should be replaced with cinted bronze filters.


Annexure - E

FURTHER ACTIONS TO BE TAKEN TO ARREST THE BNR CASES


Annexure - F


1. INTRODUCTION:

1.1 Electric Traction was introduced on Indian

Railways in the year 1925 with a DC EMU working on

1500V. The DC EMUs employ DC series motors with

resistance control and have served the need of Mumbai

commuters well. In fact, during the course of time, the

EMUs have become so vital for Mumbai that any

disruption of EMU services brings the city of Mumbai to

standstill and that is why the people have started calling

them as ‘Life-Line of Mumbai’. The frequency of EMU

running was also enhanced, commensurately, from time to

time for accommodating the ever increasing population of

the daily commuters of Mumbai Suburban.

1.2 The number of daily commuters, however, kept on

increasing by leaps and bounds and it was during the late

nineties that the technological constraints of DC Traction

in Mumbai started surfacing and it started proving to be a

serious bottleneck for any further substantial increase in

the EMU services. As the increase in EMU services was

considered inevitable for catering to the exponential

expansion of Mumbai Suburban, a well thought out

decision was taken in 1997 to convert the 1500 V DC

traction to 25 kV AC traction which would enable running of

energy efficient AC EMUs fitted with 3 phage traction

motors and would, in turn, make it possible to increase the

frequency of trains considerably.

1.3 The conversion of DC to AC traction, being a complex

and time consuming project, was expected to take several

years while the EMU services in Mumbai could not be

stopped even for a day, therefore, it was decided to

procure AC/DC rakes which could work on AC as well as

on DC traction.

1.4 The project of DC to AC conversion is in progress on

Western and Central Railway and AC/DC EMUs are also

running on both the railways for last 2 years. Initially few

AC/DC EMU rakes were fitted with Alsthom and BHEL

make Electrics which are operating on Western and

Central Railway, respectively. However, the major

induction of AC/DC EMU rakes has been with Electrics

supplied by M/S Siemens and these are being

manufactured at ICF. The current Supply Orders on M/s

Siemens are for 174 Rakes (of 9 car) out of which 58

AC/DC rakes (of 12 car) with Siemens Electrics have

already been received in Mumbai (42 on WR and 16 on

CR) and now ICF has geared up to supply 4/5 rakes per

month. Further procurement of Electrics for AC/DC rakes

is also under process at Railway Board/MRVC level so as

to cover the balance demand of WR and CR. Further

discussion on AC/DC rakes in this report will mainly

pertain to the rakes fitted with M/S Siemens’ Electrics as

they are constituting the major portion of the AC/DC rakes

plying on Mumbai Suburban.

2.0 SYSTEM OF WORKING OF AC/DC RAKES: As the name suggests, the AC/DC rakes are

capable of operating on 1500 V DC as well as on 25000 V,

single phase AC supply. The performance of the rakes,

including regeneration during braking, remains the same

irrespective of the type of traction supply. The working

principle is well explained in the following diagram:

Ompal Singh/SAG (Based on Project Report)

INDUCTION OF AC/DC EMU IN MUMBAI SUBURBAN - BENEFITS, CHALLENGES & STRATEGIES.


As is clear from the above diagram, the presence of DC or

AC voltage of the OHE is detected by a sensing unit and

the change-over swich accordingly operates to connect

the OHE either to the Traction Transformer through VCB

(if detected voltage is AC) or to DC Link through HSCB (if

detected voltage is DC). In case of AC, the 25000 v single

phase AC is converted to DC, through transformer and the

IGBT based converter, and the same is fed to DC link (to

which 1500 v DC is connected directly if the OHE voltage

is 1500 v DC). The DC link voltage is then converted to 3

phase AC (variable frequency variable voltage) through

IGBT based Inverters. The controlled variable frequency

variable voltage 3 phase AC is then fed to 3 phage Traction

Motors.

2.0 SALIENT FEATURES:The state-of-the art AC/DC EMUs have found immediate

acceptance and appreciation from the Mumbai

commuters due to their enhanced comfort level, higher

speed, better Passenger Information System, improved

ventilation and appealing aesthetics.

The crew are also very happy as the driving cabs are quite

crew-friendly having much improved ergonomics – the

look out glasses are much wider, display of the controlling

signals of the rake equipments is very conspicuous and

the crew seats are much more comfortable.

The equipments employed on the EMUs are based on latest technology and, therefore, would require much less maintenance which is a cause of much cheer to the maintenance staff. In addition to the above, the Railways are saving almost 35% of electric energy due to regenerative braking alone and, further, the process to claim Carbon-Credit on this account is under way which, on finalization, is expected to result in quite handsome returns. Some of the salient benefits of these rakes are described below:

3.1 Enhanced Comfort Coupled With Reduced Journey Time:

Steel spring suspension in DC EMUs has been a problem. The load variation between lightly loaded EMUs and the super dense crush loaded ones is very high. Stiff springs cause a very uncomfortable ride when the rake is lightly loaded. With the use of air springs in secondary suspension of AC/DC EMUs, the spring characteristics vary as per the variation in the load and provide a very comfortable ride under all conditions of loading. This also reduces the strain on the bogies and other equipment.

Moreover, the AC/DC rakes are fit to run at maximum speed of 100 kmph (due to improved suspension) as against the maximum speed of 80 kmph in case of DC rakes, it results in reduced journey time for the daily commuters.

1

1

3

TCU

ACU

TU

DC 110V

AC 141V; 50 Hz

1

DC 1.5kV

M3

M3

M3

M3

BR

AC 25kV 50Hz

DTC MC TC

3

M3

3AC 425V

50 Hz

F26 Lights 26 Fans

8 LightsEmergencyF

26 Lights 26 Fans

8 LightsEmergency F

26 Lights 26 Fans

8 LightsEmergency

DTC: Driving Trailer Coach

MC: Motor Coach

TC: Trailer Coach

TU: Transformer Unit

TCU: Traction Converter Unit

ACU: Auxiliary Converter Unit

BR: Brake Resistor

MAC: Main Air Compressor

AAC: Auxiliary Air Compressor

F: Fans MAC

3

Battery

M AAC


rakes, it results in reduced journey time for the daily commuters.

3.2 Improved Ventilation:

Against a designed capacity of 1800 passengers, as

many as 5000 passengers travel by a 9 car EMU in

Mumbai during peak hours with a density of 14 to 16

passengers per m sq. Under such circumstances

adequate ventilation with fresh air becomes very vital. In

AC/DC EMUs, each coach is fitted with two air handling

units, one at each end, which supply fresh air in to the

coach through a duct fitted with diffusers.

3.3 Passenger Information System:

LED display Units, comprising of internal and front displays (head code), which provide passenger information such as name of the next station, emergency message etc, in text format. The display also supports graphics. Passengers are regularly updated about the next station in advance through audio as well visual information in every coach as below.

3.4 Energy Saving through Regeneration:

The AC/DC EMUs re-generate power while braking. This,

apart from reducing energy consumption by about 35%,

results in less wear and tear on the wheels and the brake

blocks. A substantial amount of carbon credit is also

expected to materialize on account of regeneration, being

a clean power. As of now, a saving of Rs 1 crore (approx.)

per annum per rake is achieved through reduced energy

consumption alone.

3.5 Reduced Maintenance:

The equipments used on AC/DC rakes are less

maintenance-intensive which will not only bring down the

maintenance cost per rake but will also enhance the

availability of rakes by way of reducing down time. Some of

such equipments are:

3.5.1 Three Phase AC Traction Motor:

The DC traction motors which required extensive maintenance due to presence of commutation equipment and carbon brushes, have been replaced with almost maintenance free 3 phase AC traction motors. The AC traction motor are expected to run at least 3 years between overhauls on the EMUs operating in a suburban


overhauls on the EMUs operating in a suburban environment.

3.5.2 AC fans:

The use of AC coach fans has reduced failures of fans and also these fans require less maintenance due to elimination of commutation equipment and carbon brushes. Also, the stainless steel cage of the fans matches with the aesthetics of other interior fittings (of stainless steel) of the coach as is depicted in the picture below:

3.5.3 Converter Inverter:

The use of IGBT based converters in AC/DC EMUs eliminates the maintenance intensive switchgears and motor generator sets used in DC EMUs. It also helps in giving smooth start as the voltage and frequency are varied smoothly increases gradually. Moreover, the converters are air-cooled and do not use any other medium like oil or water, therefore, are free from the problem of leakage etc.

3.5.4 Use of Stainless Steel:

The use of stainless steel in coach body and trough floor will reduce the down time of these rakes as these coaches would require much less repairs.


3.5.5 Air dryer:

The air dryers have been provided in the pneumatic circuit for removing the moisture from the compressed air used for braking and control circuits etc. This will help in reducing the failures, especially brakes not releasing cases. Also this will reduce the deterioration in the brake equipments as the moisture contents in the air, which is passing through these equipments, will be greatly reduced

4. AREAS OF CONCERN:

Like any other new rolling stock, AC/DC EMUs too posed several problems initially – most of them being teething ones but serious enough to leave the passengers with a lingering feeling of harrowing experience due to delayed/cancelled services. The rakes suffered with large scale equipment failures, coach trippings, software mal functioning and brakes not acting timely. Most of the problems have now been over come, however, the few still remain. One of the most serious problem was seizure of pinion end bearing of the traction motor: In total 49 cases have occurred on WR so far and it really became a challenge for the Railway to maintain the services as the failures took place in quick succession one after another. The discussion on main areas of concern vis-à-vis their action plan follows.

4.1 Equipment Failures:

4.1.1 Equipment Failure Analysis:Traction Motor Failures• 79 Failures till date• In 49 cases, Pinion End Bearing seized.• 28 motors identified and removed from service due to unusual noise noticed & likely to fail due to PE Bearing seizure. • One motor failed due to presence of foreign material.• One T/motor Failed due to Electrical reason.

Roof Equipment Failures

• DBR Failures - 05

• ACLA (32 KV) - 03

• Air leakage from Air Bellow of - 03

M/s Schunk make pantograph

Transformer Failures• Oil Level Sensor Failures - 07• Oil Leakage - 03• PT 100 - 04• Limit Switch - 01

Control Electronics Failures• MMI Failure - 11• TCU Failure - 02• Module Failure - 03• ACU Failure - 20• KLIP Station module - 11

Compressor Failures• Shaft Decoupling - 09• Oil Turning milky - 16

Light / Fan / Vent. Failures• AHU Blower motor Failures - 66• Passenger fan motor Failures - 867

PA/PIS Failures• Coach Controller Failures - 12• IMS Rack Failures - 08• Speaker Failures - 71• H/Code Failures - 04• Internal Display Failures - 59

Other Equipment Failures Master Controller failures - 15

4.2 Action plan for equipment failures:

Ø All Traction motors changed with modified ones

Ø Various activities under taken to reduce peumatic failures:


a. Overhauling of all brake units equipments before commissioning of new rakes.

b. Air blowing of all pneumatic pipe lines before commissioning.

c. Calibration of all governors before commissioning.

d. Lapping of ASA of HMV by applying diamond compound.

e. Endurance testing of WSF make AMV & HMV.

f. Replacing of existing spring of graduating valve by more stiff ones.

● Uploading of new software version 5.12 in all the rakes & trial of latest SW. version 5.12B & 5.17 is under progress.

● Sealing of contactor panels below driving desk.

● One cycle check of MVB of failure prone rakes.

● Shifting of dead man assembly and provision of additional MCB.

4.3 Coach Trippings:

4.3.1 Coach Trippings Analysis:

Month wise details of Trippings: (2008-2009 & 2009-2010)

2008-09 2009-10 Sr. No.

Month ACU TCU Others Total ACU TCU Others Total 1 April 4 2 12 18 15 3 41 59 2 May 4 29 52 85 8 1 26 35 3 June 0 19 16 35 16 12 31 59 4 July 0 9 3 12 16 9 17 42 5 August 0 11 14 25 10 4 9 23 6 September 3 24 11 38 7 October 0 24 36 60 8 November 0 20 23 43

9 December 1 20 122 143 10 January 2 25 68 95

11 February 0 39 162 201

12 March 3 96 36 135 TOTAL 11 118 144 316 65 29 124 218

Tripping Analysis for the Year 2009:

Sr no. Month ACU TCU COS

FoultyOthers Total

No. of rake

No. of tripping/ MC

1 Jan-09 2 25 - 68 95 16 1.48

2 Feb-09 0 39 6 156 201 16 3.14

3 Mar-09 3 96 4 32 135 18 1.90

4 Apr-09 15 3 24 17 59 24 0.61

5 May- 09 8 1 10 16 35 25 0.35

6 Jun-09 16 12 17 14 59 30 0.49

7 Jul-09 16 9 2 15 42 32 0.33

8 Aug-09 10 4 0 9 23 35 0.16

Page 14 of 20

1.48

0.490.33

0.16

0.35

0.61

1.9

3.14

0

1

2

3

4

Jan-09 Feb-09 Mar-09 Apr-09 May-09 Jun-09 Jul-09 Aug-09

No. of Tripping /MC

4.3.2 Major causes of Trippings:

•COS faulty

•ACU Faulty

•KLIP station faulty

•PANTO faulty 4.3.3 Action Plan for Coach Trippings:

ØUploading of SW version 5.12 in all rakes and trial of latest SW version 5.12B & 5.17 on two rake

ØModification of bush of COSØWire re-routing of U1 & U2 voltage sensors

and Sensors replaced with LEM make.ØPower curve was modified to eliminate over

current tripping.


4.4 Software Related Issues:

4.4.1 Software Issues already resolved:

a. Failure of DBR during commissioning of prototype rakes.

b. Jerks felt during release of braking if one or more motor coaches isolated.

c. Availability of 110V AC for Light/Fan and 415V AC for MAC and Roof Ventilation during neutral section negotiation.

d. Motor coaches are not getting reset after negotiation of DC-AC neutral section under AC centenary.

e. Change-over feed for Light/Fan, MAC and Roof-ventilation from adjacent unit not coming when unit isolation switch operated.

f. Activation of Light/Fan/Ventilation to be done from Guard cab.

g. Pantograph getting lowered in NO OHE zone.

h. Solution for message No. 129 - DC Link current exceed limit.

i. Wrong information on MMI.

j. Fault registration on MMI.

k. Energy reading functionality.

l. Operating software for event of CCU.

m. No fault registration for MC tripping.

n. Software Hanging.

- When DCS key made ON, all pantograph lowered and rake refuses to move.

- When DCS key made ON, MR starts d r o p p i n g a n d c o m p r e s s o r s n o t working/starting and rake refuses to move.

o. Even after uploading of new software 5.04, 9-12 car or vice-versa conversion needs buffer

data feed in CCU by Software.

p. 110V battery normal supply goes OFF while shunting of coaches

done without complete rake formation

q. Non-functionality of BCU observed after uploading of software version 5.04.

r. The pantograph gets lowered in case of OHE is not available for more than 10 sec.

s. Whenever keys is put from RDM to Normal mode, some indications for Light/Fan on MMI becomes yellow. Same becomes normal when Light/Fan reset.

t. Automatic recognition of train configuration : number and direction of units.

u. Automatic and sequential closing of circuit breaker after negotiation of neutral section.

v. Automatic recognition of activation of the auto brake valve to avoid that BCUs switch into redundancy mode.

w. Manual brake test from MMI and separate test button for brake and relays test.

x. Completion of diagnostic function.

y. Voltage sensing device : AC and DC detected signals : additional time delay to cope with chattering.

z. The software bug responsible for incidence of all compressors not working in C005-C006 has been eliminated in the software.

4.4.2 Software Version Developments:

•Version 4.05 on 26.05.08 – Only on GP194 rake-4 – Compressor control bug rectification.

•Version 4.08 on 13.06.08 – Only on GP194 rake 5 – Fire fighting function activated for test purpose.


•Version 5.04 on 13.06.08 – Neutral section negotiation – Automatic re-closing of main breaker.

•Version 5.05 on 26.06.08 – Automatic Power Control (APC) activated for test of APC at neutral section negotiation.

•Version 5.09 on 07.11.08

•Version 5.11

•Version 5.12 running in 14 rakes.

•Version 5.12B running in 2 rakes on trial basis.

•Version 5.17 running in 2045-2046 for trial purpose.

•Version 5.18 running in one rake for trial purpose.

4.4.3 Pending Issues Related to Software

§False messages on MMI.

§Final compressor management software is still awaited to overcome the duty cycle problem.

§The software should release traction even if one control governor out of four gives BP pressure OK signal. In present scheme traction is available only when all the four governors gives BP pressure OK signal.

§Supply of software logic from Siemens.

§Expert level software to feed some connector / buffer value has not been given by M/s Siemens to Western Railway

4.5 OTHER ISSUES:

4.5.1 Issues Referred to RDSO:

I. The rake can not be driven from the shunting cab of the motor coach when in complete formation.

II.In the MC shunting cab driving desk Pantograph Up/Down and CB ON/OFF function to be localized.

function to be localized.

III. Activation of light/fan/ventilation is presently possible only from guard cab.

IV. Healthy indication of Light/Fan/Ventilation should be displayed on MMI immediately after attending the problem.

V. Provision of ACU port connectivity in shunting cab E-cabinet for easy downloading of ACU events.

VI. Interchangeability of MC with each other as MC4 cannot be changed as their battery jumper socket is not available at non-driving end of MC.

4.5.2 Problems during operation under AC Section:

§MC tripping with COS faulty indication.

§MC not resetting with VSS faulty message

§MC not resetting with panto faulty message

§ENS PBT some time not responding

§MCs some times need manual closing

§Some time L & F changeover not available.

4.5.3 Problems faced during Neutral Section negotiation:

•ENS Command not activating from d/cab

•All coaches tripping with TCU red & Not resetting.

•110 V AC, 415 V AC Change over not coming.

4.5.4 Technical issues related to PA/PIS:

§In case of PA/PIS system failure provision for Manual Head Code is required.

§The failure analysis of Speakers and LED n.


Display to be done with remedial action.

§Humming noise during communication between MM & Guard.

§Still sufficient rotating spares for PA/PIS maintenance are not available with M/s Siemens.

§Journey based initial announcement has not been provided by M/s Siemens.

4.5.5 Trouble shooting strategy:

Trouble shooting directory has been prepared separately for Line staff & Motorman with following features.

•Simplified language (English & Hindi both)

•Pictorial representation of respective MMI screen, Push button / switches / MCBs positions.

•Sequential depictation of steps to be carried out.

•The TSD is regularly upgraded on the basis of current fault occurrence.

4.5.6 Training of Maintenance & Running Staff:

1. Exhaustive training is being carried out at both the Sheds and ETC/MX.

2. The OEMs of various major equipments have been called for demonstration of maintenance practices.

5. CONCLUSION:

The induction of AC/DC EMUs in Mumbai suburban

is proving to be a very satisfying experience to the

Railways in terms of maintenance & operation and energy

saving. For daily commuters, of course, it has been a

dream come true; they can now travel to their destinations

more comfortably in less time. As usual, the Railways have

been able to resolve most of the teething troubles

associated with these rakes by pooling in their long

expertise of running various types of stocks for years.

However, the actual assimilation of the technology

involved, for the purpose of long term trouble free

maintenance, has yet to fructify failing which the

dependence on trade, with all its related pit falls, will

continue.

One of the great potential of these rakes, ie running

longer trains of 15 coaches, also needs to be exploited

early for reducing over crowding in the trains. The demand

for an air conditioned EMU is also gaining strength in the

minds of the Mumbaikars and, being a sensitive service

provider, Railway should gear up quickly to match the

expectation of its customers.

"Switch off the fans & lights,

while it is not used - to save Energy"


Sl

WEEKS FROM TO

1 IRIEEN2323TH IRIEEN BATCH OF IRSEEPROBATIONERS

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2 IRIEEN2424TH IRIEEN BATCH OF IRSEEPROBATIONERS

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IC1 INTEGRATED COURSE 10 5-Apr-10 11-Jun-10 SPG GR.B. AEE/DEE

IC2 INTEGRATED COURSE 10 19-Jul-10 24-Sep-10 SPG GR.B. AEE/DEE

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SPDP1SR.PROFESSIONAL DEVELOPMENTCOURSE

2 5-Apr-10 16-Apr-10SPAC

JAG/SG


2 17-May-10 28-May-10SPAC

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DIT1

DEVELOPMENTS IN TECHNOLOGY FORSAG OFFICERS

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DIT2


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DIT3


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ADVANCES IN MAINTENANCEMANAGEMENT FOR SAG OFFICERS

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AIMM2

ADVANCES IN MAINTENANCEMANAGEMENT FOR SAG OFFICERS

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12 MED1 MEDITATION 10 days 15-Dec-10 24-Dec-10 LCOFFICERS

OF

ALL

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OFFICERS OF ALL

DEPARTMENTS

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14

11

15

9

5

10

13

4

6

TRAINING CALENDAR OF IRIEEN FOR 2010-2011 ( page -1) ( As on 09.02.2010)COURSE

8

NUMBERCOURSE TITLE DURATION COURSE

DIRECTORCATEGORY

50

Sl TRAINING CALENDAR OF IRIEEN FOR 2010-2011 (Page-2) ( As on 09.02.2010)COURSE NUMBER

COURSE TITLEDURATION COURSE

DIRECTOCATEGORY

WEEKS FROM TO

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ENCES2Exploitation of Non - Conventional Energy sources

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26 SJ1SPL. COURSE FOR 1984 BATCH OFFICERS 3 DAYS 16-Feb-11 18-Feb-11 SPAC SAG

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ETO2 Electric Traction Operations 1 18-Oct-10 22-Oct-10 SPG JAG/SAG

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29 SPE1 Statistical Performance Evaluation 1 9-Aug-10 13-Aug-10 PC JAG/SAG

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31DTMP1

Development in Technologies For MotivePower

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DTMP2

Development in Technologies For MotivePower

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EL2 Electric Lighting 1 10-Jan-11 14-Jan-11 SPAC JS/SS/JAG/SG

33REF1

REFRESHER COURSE FOR IRSEEOFFICERS

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34 TOT1

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39 IRSSE1

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41 IRSME1

APPRECIATION COURSE FOR IRSMEPROB

1

SPA SR.PROFESSOR(ADMN) PL PROFESSOR(LOCO)

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SPG SR.PROFESSOR(G) PE PROFESSOR(ELECTRONICS)

SPE SR.PROFESSOR(EMU) LC LECTURER

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