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AIRCONDITIONING

CONTENTS

CHAPTER PAGE
SUBJECT
No.

01. Airconditioning Fundamentals 01

02. Comfort Airconditioning 11

03. Performance Characteristics of AC Systems 16

04. Heat Load calculations 18

05. Airconditioning of Railway Coaches 23

Roof Mounted A C Package Units for Railway

06. 40
Coaches

07. AC 3 Tier Sleeper Coaches 46

08. Airconditioning of LHB coaches 49

09. Rake Links 57

10. Airconditioning of Other Installations 60

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1. AIRCONDITIONING FUNDAMENTALS

1.0. BASIC TERMINOLOGIES

1.0.1 Kilo-Calorie
It is defined as the amount of heat to be added (removed) to raise (lower) the
temperature of one Kg of water by one degree celesius.

1.0.2 BTU
It is defined as the amount of heat to be added (removed) to raise (lower) the
temperature of one pound of water by one degree Fahrenheit.
1 Kilo - calorie = 3.97 BTU

1.0.3 Sensible heat

It is that heat which when applied to a body, results in a rise of its temperature. It is
the heat which is sensed by a thermometer.

1.0.4 Latent heat

It is that heat which when applied merely changes the state of substance, whether
solid, liquid or, gas, without causing any change in its temperature.
Latent heat of fusion of ice 80 k.cal/kg.
(144 BTUs/Ib)
Latent heat of evaporation of water 538.75 k.cal/kg
(970 BTUs/lb)
1.0.5 Enthalpy
It is a calculated property of vapour which is defined as "Total heat content". It is the
sum of the sensible heat" and latent heat. '

1.0.6 Critical temperature (Tc)

There is a certain temperature for every liquid or gas, which is called its critical
temperature. When a gas is above its critical temperature, any amount of increase in pressure
cannot liquify it. When the temperature is below its critical point, the gas can be liquified
without lowering its temperature, by merely increasing the pressure.

1.1 TEMPERATURE AND PRESSURE RELATIONSHIP

Water boils at 100°C when the pressure on it is atmospheric. If the pressure is
increased to above atmospheric, the boiling point increases and if the pressure is decreased to
below atmospheric, the boiling point decreases. Boiling water does not necessarily have to be
hot, because if there is vacuum over the surface of the water, it will boil at a very low
temperature. The same thing is true in regard to other liquids such as, the various refrigerants
which are used to produce low temperatures. These refrigerants have the same properties as

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water except that the range of their boiling points is lower

1.2 PSYCHROMETRY
The measurement of moisture content in air is known as Psychrometry. The air is
mainly a mixture of dry air and water vapour. The relative amount of water vapour in the
atmosphere is very small, variations in this amount as well as changes in temperature are
very significant and important in airconditionmg. The following terms are in use in study of
air-vapour mixture.

1.2.1 Dry Bulb Temperature (DBT)

It is the temperature of air as measured by an ordinary thermometer.

1.2.2 Wet Bulb Temperature (WBT)

It is the temperature of air as measured by an ordinary thermometer, whose glass bulb
is covered by a thin cotton sleeve soaked in water. When the sleeve is wetted, mercury
column of the thermometer will be observed to start dropping down, until it finally settles
down at a definite minimum value. This is because the water in the WB takes away its latent
heat, as it gets vapourised from the mercury in the bulb as a result of which the bulb gets
cooled and the mercury column shows a low temperature. The drop in the temperature
depends upon the relative humidity of the surrounding air. When air is heated, the DB
increases; WB also increases, but at a slower rate and therefore, the difference between DB
and WB widens indicating a lower humidity. When air is cooled, it becomes more and more
humid, until it becomes fully saturated and the difference between DB and WB goes on
getting reduced until it is zero at saturation. At saturation DB and WB are equal. If cooling is
continued further some of the moisture contained in the air gets thrown out and will
condense, since air has only a limited holding capacity for water vapour.

1.2.3 Dew Point Temperature (DPT)

It is the temperature of air at which the moisture of air starts condensing on the
surface. The relative humidity at dew point is 100%.

1.2.4 Effective Temperature (ET)

It may be defined as an arbitrary index that combines into single factor the effect of
temperature, humidity and air movement on human comfort in a noise free environment. This
corresponds to a DB temperature of saturated air at which a given percentage of people feel
comfortable. Thus an effective temperature of 21°C can be expressed as 23°C DB at 70% RH
or 25°C DB at 30% RH.

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2. COMFORT AIR CONDITIONING

2.0 SYNOPSIS
Air conditioning which deals with the comforts of human beings in an enclosed
conditioned space is known as Comfort Air Conditioning There are a number of factors that
influence the comfort conditions. The effect of all these factors individually and collectively
have been discussed in this paper

2.1 INTRODUCTION
The term 'Air Conditioning' was coined by Mr. S.W. Cramer in 1906 while he was
making efforts in putting the air in a fit condition for the textile industry. The term has since
come into use in its broader sense implying control of any or all of the physical or chemical
properties of air within any enclosure.

Comfort airconditioning has been defined by Dr. D.W. Carrier as under:

“Artificial simultaneous control within enclosures of variable humidity, temperature,

air motion and air cleanliness.” Odour control is another factor concerning comfort which has
been subsequently included in the above definition.

Any change in these conditions results in a change in the physiological functions of

the body and the body tries to adjust itself to the changing outside conditions. The
performance of adjustments takes time and sensation of comfort or discomfort would depend
upon the quick or slow adjustment. Often the adjustment may not be reached with
consequent increase in discomfort.

2.2 WHAT IS COMFORT ?

Comfort is a subjective quantity related to the ease with which an individual
maintains a thermal balance between, himself and the environment. As such, feeling of great
satisfaction with surrounding conditions may provide physical comfort. But human beings
are complex in nature and feeling of comfort in them may depend upon state of mind,
physical condition and state of activity. Moreover, feelings of individual comfort may differ
for the same individual at different times. It may depend upon degree of acclimatization or
even dress. So a compromise regarding the average standard of comfort and the individual
characteristics has to be made. This compromise should be on the side of actual natural
conditions prevailing at a time, to make the process of conditioning cheaper. These standards
have been adopted based partly on experience and partly on tests conducted on individual.

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3. PERFORMANCE OF AIR-CONDITIONING
SYSTEMS

3.0 INTRODUCTION
Net refrigerating effect, KW per ton of refrigeration and C.O.P are of extreme
importance in the design and operation of A.C. systems. The value of these factors depends
on the refrigerant used, efficiency of the components and the temperatures of evaporator and
condenser.

3.1 REFRIGERATING EFFECT

The quantity of heat that each Kg of refrigerant absorbs from the refrigerated space is
known as the refrigerating effect, For example, when one Kg of ice melts, it absorbs from the
surrounding air and adjacent objects an amount of heat equal to its latent heat of fusion. If the
ice melts at 0°C, it will absorb 80 K. cal/kg, so the refrigerating effect of 1 kg of ice is 80 K.
cal. While selecting a refrigerant, care must be taken to ensure that it has better refrigerating
effect.

3.2 EFFICIENCY OF REFRIGERATING MACHINE

A refrigerating machine is a reversed heat engine and similar principles of efficiency
are involved in both. The efficiency of a heat engine operating on carnot cycle between
temperature limits T1 and T2 is given by the following formula.

T1 – T2
Efficiencyc = ——————— Where, Ts are in ° kelvin.
T1

Since the refrigerating machine is a reversed heat engine theoretical carnot efficiency
for a refrigerating machine is given by the following formula.

T2
Efficiencyc = ———————
T1 – T2

Where, T1 is the condenser temperature (absolute)

T2 is the evaporator temperature (absolute)

3.3 CO-EFFICIENT OF PERFORMANCE ( C.O.P.)

The co-efficient of performance of a refrigerating cycle is an expression of the cycle
efficiency and is stated as the ratio of the heat absorbed in the refrigerated space to the
equivalent heat energy supplied to the compressor.
Heat absorbed from the refrigerated space
C.O.P. = ———————————————————————
Equivalent heat energy supplied to the compressor.

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3.4 KW PER TON RATIO

A measure of refrigerating machine efficiency that has been used is KW per ton. On
an actual performance test under "standard" conditions for the type of service intended, the
net output cooling rate in K. Cal / hr. is determined The average KW input to the machine
during the test is also measured. The KW per ton ratio (KW/ton) is then calculated.

3.5 ENERGY EFFICIENCY RATIO (E.E.R.)

A recently popular measure of efficiency, especially for unitary conditioners of small
to medium capacity is the ratio K.Cal per hour per watt (K.cal/hr-W). This measure is called
the "Energy efficiency ratio" (E.E.R.). The average cooling capacity of the unit is determined
by a test run under standard conditions. The average power input to the condensing units in
watts is measured. From this data the E.E.R. can be calculated by using the following
formula.
K.cal/Hr cooling rate
E.E.R. = ———————————
Watts input

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4.0 HEAT LOAD CALCULATION OF AC 2T

SLEEPER COACH

AC airconditioned coach has to work under widely varying conditions of ambient

temperature, latitude, passenger load etc. In deciding the capacity of the plant, certain
assumptions regarding number of adverse conditions of the working are to be made and
based on these assumptions the plant capacity required is worked out.

RDSO specification No. TRC-1-72 stipulates certain standard comfort conditions,

volume of fresh air required per passenger per minute, coefficient of heat transfer for various
parts of the coach etc.

Data and constants used and the assumptions made are,

ABBREVIATIONS :
T.D = Amb. Temp. diff.
T.D.S = Solar Temp. diff.
K = Coefficient of heat 'transfer-K cal/Hr/m2/°C
U = Coefficient of heat transfer for window due to solar heat gain.
G.D. = Grains difference.

COEFFICIENT OF HEAT TRANSFER (k) in k-Cal/Hr/m2/°C For,

Wall and end partitions = 0.615
Roof = 0.65
Floor = 0.72
Window (Conduction) . = 1.94
'U' for window = 5.34

The internal temperature in relation to the outside temperature and relative humidity
to be maintained when operated with full compliment of'46 passengers, lighting and fan load
etc.
DBT WBT RH Moisture grains.
°C °C % *
Outside conditions 45 25 -- 82
Inside conditions 25 ~ 40 56
T.D. = 20 G.D. = 26

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T.D. for end portions is always considered to be 3°C less than T.D. for other parts of
the coach, since non-airconditioned space adjacent to the airconditioned compartments is
considered to have a temperature of 3°C less than the ambient temperature.

Solar Temp.Difference (TDS) Side wall = 9° C

Roof = 10.55°C
Window = 95.55°C
Requirement of fresh air for = 0.35m3 /passenger/ minute.
non-smoking compartments
Quantity of ventilating air for 46 0.35x46 = 16.1 m3 / minute
passengers (Q) 16.1x35.3 = 568.33 Ft3 / minute(CFM)

The following are the wattages considered for various-electrical appliances.

2 Flourescent tube light - 24 W.

Eventhough the wattage of the tube is 20 W, the choke also consumes energy. Hence,
1.2 times the wattage i.e. 1+2 x 20 = 24W has been considered for the purpose of heat load
calculations.
Incandescent lamps = 15W
Carriage Fan = 29W

DATA COLLECTED FROM A.C. MANUAL

Heat transfer from equipments and fans = 2545 BTU/HP/Hr
Heat transfer from fluorescent lights and = 3.4 BTU/Watt/Hr.
incandescent lamps
Sensible heat per passenger = 205 BTU/Hr. (51.6 K.Cal/Hr)
Latent heat per passenger = 195 BTU/Hr (49.12K.CaI/Hr)
1 Ton of refrigeration = 12000 BTU/Hr. (3024 K.Cal/Hr)
1 k-calorie = 3.97 BTU/Hr.

DIMENSIONS OF A.C. PORTION OF COACH -

Length of AC portion (A) = 15.2 M
Width of roof (B) = 3.245 M
Width of floor (C) = 3.04 M
Height of A.C. portion (D) = 2.03 M
Area of side wall (A x D) = 30.856 M2
Area of roof (A x B) = 49.324 M2
Area of floor (A x C) = 46.208 M2

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Area of end partitions = 6.17 M2

Height of window = 0.56 M
Width of window = 0.61 M
Area of window 0.56 X 0.61 = 0.3416 M2
No. of windows per side wall = 16
Total area of windows per side wall = 0.56x0.61x16=5.466M2
Area of side wall excluding windows = 30.856 - 5.466 = 25.2 39M2.

CONNECTED ELECTRICAL LOADS INSIDE A.C. COMPARTMENT

Fluorescent lights 2' long = 30 Nos.
Incandescent lamps = 16 Nos.
Fans = 8 Nos.
Blower Fan motors (0.65 HP) = 2 Nos.

1. Heat gain due to conduction = AxKxTDX3.97 BTU/Hr.

Side wall : 50.78 x 0.615 x 20 x 3.97 = 2479.64 BTU/Hr.
(624.59 K.Cal/Hr.)
Roof : 49.324 x 0.65 x 20x3.97 = 2545.61 BTU/Hr.
(641.21 K.Cal/Hr.)
Floor : 46.208 x 0.72 x 20x3.97 = 2641.62 BTU/Hr.
(665.4 K.Cal/Hr.)
End partition : 2 x 6.17 x O.615 x
(20 – 3) 1 7x 3.97 = 512.288 BTU/Hr.
Window : 5.466 x 2 x 1.94x20 x 3.97 = 1683.8 BTU/Hr.
Total : 2479.64 + 2545.61 +
2641.62 + 512.288 + 1683.8 = 9862.954 BTU/Hr. …(I)

2. Solar Heat Gain : A x K x TDS x 3.97

Side wall : 25.39 x 0.615 x 9 x 3.97 = 557.92 BTU/Hr.
(140.53 K.Cal/Hr.)
Roof : 49.324 x 065 x 10.55 x 3.97 = 1342.81 BTU/Hr
(338.24 K.Cal/Hr)
Window : 5.466 x 5.34 x 95.55 x 3.97 = 11071.34 BTU/Hr.
(2788.75 K.Cal/Hr)
Total : 557.92 + 1342.81 +
11071.34 = 12972.069 BTU/HR …(II)

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3 Heat gain due to passengers (BTU/Hr.)

S.H. = 205 x No. of passengers.
L.H. = 195 x No. of passengers.
S.H + L.H = 400 X No. of passengers.
= 400 x 46 = 18400 BTU/Hr. …(III)
= (4634.76 K.Cal/Hr)

4. Heat gain due to ventilation (BTU/Hr.) =

S.H. = 1.08 x Q x TD x 9/5
= 1.08 x 568.33 x 20 x 9/5
= 22096.67 BTU/Hr.
= (5565.91 K.Cal./Hr)
L.H. = 0.68 x Q x Gd
= 0.68 x 568.33 x 26
= 10048.07
= (2531 K.Cal./Hr)
Total = 22096.67 + 10048.07
= 32144.7 BTU/Hr … (IV)
= (8096.91 K.Cal./Hr)

5. Heat gain due to elect, appliances

= Wattagex3.4 BTU/Hr. or,
H.P. x 3600 BTU/Hr.
Flouroscent Light 20W = (20 x 1.2) W.
= 1.2 x 20 x 3.40 x 30
= 2448 BTU/Hr.
= (616.62 K.Cal./Hr)
Incandescent lamps = 15 x 16 x 3.40
= 816 BTU/Hr.
= (205.54 K.Cal/Hr)
Fan = 29W x 8 x 3.4
= 788.8 BTU/Hr.
= (198.69 K.Cal./Hr)
Blower fan = 0.65HP x 2 x 2545
= 3308.5 BTU/Hr
= 833.37 K.Cal./Hr
Total = 2448 + 816 + 788.8 + 3308.5

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= 7361.3 BTU/Hr.
= 1854.22 K.Cal / Hr …(V)

Total of l + II + III + IV + V = 80741 023 BTU/Hr (20337.78 K.Cal/Hr)

Heat gain due to infiltration @ 10% = 8074.1 BTU/Hr.

= (2033.78 K.Cal./Hr)

Gross Total Heat gain = 81003 07 - 8100.3

= 88815 BTU/Hr.
= 22371.56 K.Cal./Hr

88815
Refrigeration capacity (TR) = ————— = 7.4 TR
12000

22371.56
= ————— = 7.4 TR
3024

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5. AIRCONDITIONING OF RAILWAY COACHES

5.0 INTRODUCTION
Passengers in a railway travel are adversely affected by infiltration of air unpleasantly
laden with dust due to open windows. This is more so in case of high speed passenger
carrying trains. Secondly for a tropical country like India, the temperature varies from 46
degree C during summer to 2 degree C during winter. Airconditioning of railway coaches is,
therefore, necessary for the maximum comfort and well being of passengers in a railway
travel. In keeping with modern trend, airconditioning of coaches for upper class travellers
and lately even for lower class travellers has been introduced by the Indian Railways.

5.1 SPECIAL PROBLEMS FACED IN RAIL AIRCONDITIONING

As compared to the normal buildings, Air conditioning of Railway coaches poses the
following additional problems:
• Requirement of very high reliability standard.
• Equipment should be light in weight.
• Equipment should take minimum space.
• Available power, generally at 110V D.C. has to be utilised. 415 V, 50 Hz, 3 Ph,
industrial power is available only on a few nominated trains like Rajdhani and
Shatabdi Express. However, in such cases, the flexibility of attaching and
detaching coaches is lost.
• Due to large number of passengers in small space, the space left for air circulation
is limited.
• In the Railway coaches, where people move in and out at all hours of the day, to
sudden changes in temperature, which may cause chill or heat are to be avoided.
• Rapidly changing ambient conditions as the train moves from one part of the
country to another.
• Excessive vibrations.
• Dusty atmosphere.
• Vandalism and abuse.
• Flying ballast hitting the equipment.
• Safety of passengers and trains.
• Dirty environment for the maintenance staff.
• Restricted time available for maintenance.
All these problems have to be solved,' within a comparatively small outlay, so that

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airconditioned travel can become more common

5.2 REQUIREMENTS OF RAILWAY COACH AIRCONDITIONING SYSTEM

• Supplying clean fresh air at a controlled uniform temperature.
• Catering, within the confines of the Railway carriages to the continuously
changing number of passengers.
• Providing for heating as well as cooling on a train that travels through areas of
widely differing climate during its journey.
• Operation of the equipment from power generated, stored and controlled on the
train.

5.3 CLASSIFICATION OF AIRCONDITIONED COACHES

SG Coaches EOG Coaches

BG MG
`
AC AC AC Compo 1st AC 2T
3T 2T Chair site ACC
Car
AC AC AC 1st Pantry Dining Power
3T 2T Chair ACC Car Car Car

5.4 DESCRIPTION OF POWER SUPPLY

5.4.1 SG Coaches
The electrical power for the self generating type of coaches is derived from the
alternator mounted on bogie transom of the coach and driven by the axle through 'V belt
drive as long as the coach is in motion at the minimum full load output (MFO) speed of the
alternator. During stationary or when the coach is running at less than MFO speed the entire
coach load is met by the battery of 800 AH capacity. Provision for charging and precooling
the coach from external supply has been made by means of battery charger, 200A rating
mounted on the coach under frame. Two numbers of 415 V, 3 ph, ac, precooling sockets have
been provided diagonally on the end walls. The alternator working in association with
rectifier cum regulator gives an output of 18 KW at 130 V, DC in the underslung type of AC
coach, whereas the alternator capacity is 25Kw in the RMPU AC coach. One alternator set
per AC plant has been fitted in the self generating type AC coaches.

5.4.2 EOG Coaches

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The electrical power supply for end on generation type AC coaches is derived from
separate generator cars marshalled at the ends of the train formation, with generation and
transmission voltage of 415 V, 3 ph, AC. The power for individual coaches is tapped by
means of rotary switch from any one of the double feeders running along the coach leading
from the power cars, and coupled between coaches by means of inter-vehicular couplers. The
airconditioning equipment works at 415V, 3 phase AC supply and train lighting equipment
work at 110V, AC, obtained between phase and neutral derived from a 3 KVA,415/190V, 4
wire step down transformer.

5.5 DRIVING EQUIPMENTS

Driving equipments consist of motors for driving the compressor, condenser impeller fans
and the evaporator blower fans. The driving motors in self generating type coaches are all of
D.C. machines needing more care for attention of commutator and brushes. The E.O.G. type
coaches are provided with 3 phase AC squirrel cage induction motors for driving the AC
equipments.

5.6 DETAILS OF BATTERIES PROVIDED ON S.G. COACHES (UNDER SLUNG TYPE)

Type of AC Coach No. of sets & capacity Relevant BIS

of battery specification
BG AC 2T Sleeper 1 set of 800 AH (56 cells) IS ; 6848
BG AC Chair Car - do - - do -
BG AC composite - do - - do -
BG.ACC. 1st class. 1 set of 525 AH - do -
MG.AC. 2T sleeper 1 set of 450 AH - do -

5.7 A/C EQUIPMENT IN RAILWAY COACHES

This consists of the following:
• Evaporator Unit.
• Compressor.
• Condenser Unit.
• Gauge panel.
• A/C control panel.
• Air Duct.
• Refrigerant piping & joints.
• Wiring.

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5.7.1 Evaporator Unit

The evaporator unit consists of a thermostatic expansion valve, a heat exchanger, a
resistance heating unit and centrifugal blower driven by a motor The thermostatic expansion
valve controls quantity of high pressure liquid refrigerant and allow to expand to a lower
pressure corresponding to the load demand The expanded refrigerant passes through the
distributor into the heat exchanger consisting of finned copper tubes. The return air from the
air conditioned compartment (75 %) is mixed with fresh air (25%) and this mixture is
drawn/blown through the heat exchanger, where heat in the air is transferred to the cool
refrigerant causing cooling of the air and the evaporation of the refrigerant inside the tubes.
The cooled air is led through the ducting to the various compartments and diffused by means
of air diffusers Filters are provided in the fresh air and return air path to eliminate dust. When
the outside ambient temperature is very low, heater is switched on according to the setting of
the thermostats.

5.7.2 Compressor
The refrigerant vapour drawn from the evaporator is compressed by means of a multi
cylinder reciprocating compressor and compressed to a pressure ranging from 10 to 15
Kg/Cm2 according to the load demand. The work done due to compressor raises the
temperature of the refrigerant vapour.

5.7.3 Condenser
The condenser serves the function of extracting the heat absorbed by the refrigerant
vapour in the evaporator and the heat absorbed during the compression process. The
condenser consists of a heat exchanger, which is forced-air-cooled by means of two or three
axial flow impeller fans. The refrigerant vapour is liquified when ambient cool air is passed
through the heat exchanger. The refrigerant liquid leaving the condenser is led into the liquid
receiver from where it proceeds to the expansion valve on the evaporator. The liquid receiver
is a cylindrical container which contains a reserve of the refrigerant liquid. A dehydrator and
filter are also provided to ensure that the refrigerant is free from moisture and dust particles.

5.7.4 Gauge panel

Gauge panel consists of pressure gauges (HP, LP, and OP) and pressure cutouts to
protect the compressor against, (i) High pressure, (ii) Low pressure and (in) low oil pressure.

5.7.5 High pressure cutout

It is a safety device against build up of excessive delivery pressures and protects the
compressor and piping system from damage. It is a pressure operated switch which switches
off the compressor drive motor when the pressure exceeds a preset value ( 17.6 Kg/Cm2).
The plant can not be restarted unless the cutout is reset manually.
5.7.6 Low pressure cutout

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It is also a pressure operated switch similar to the H.P. cutout switch, but it shuts
down the compressor if the suction pressure drops down below 0.7 Kg/Cm2. It protects the
system against unduly low evaporator temperatures and formation of frost on the evaporator.
No manual reset is provided on this and therefore the compressor starts automatically if the
suction pressure rises above the preset value.

5,7.7 Low oil pressure cutout

It ensures adequate lubrication of compressor to avoid piston seizure due to less
lubricating oil or failure of oil pump. This cutout is set at 2.5 Kg/Cm2.

5.7.8 A/C control panel

The control of the airconditioning system is achieved by means of air conditioning control
panel. The design of the various elements in the control panel takes into account the system
safety requirements. The safety requirements for the operation of the A/C system are listed as
under:
a. The working of blower fan of the evaporator and the blower fan of the
condenser have to be ensured before the compressor starts functioning.
b. Suitable protection to ensure adequate lubrication of compressor to avoid
piston seizure.
c. The excessive pressure on the discharge side of the compressor (High Head
Pressure) should be avoided.
d. The suction pressure should not be lower than 0.7 Kg/Cm2 to prevent frosting
of the evaporator.
e. The compressor motor has to be soft started to limit the sudden in rush of
starting current.
f A suitable interlock has to be provided to ensure that heater is not on, when
the compressor is working.
g A low voltage protection for compressor motor to ensure that voltage does not
go below 100 volts in order to avoid undue drain on battery.
h. The blower fan has to come 'ON’ before the heater comes 'ON'. Over load
protection and short circuit protection for all electrical circuits. The A/C
control panel incorporates all the above safety requirements.

5.7.9 Air duct

The air conditioning system includes three air ducts as follows:
a. Fresh (Inlet) air duct.
b. Main air duct.
c. Return air duct.
Actually there is no separate return air duct provided in A/C coaches. In the case of

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a.c. two tier coach and A.C. chair car, the return air is drawn through the return air filters
directly from the nearest compartment In 1st class A.C. coach, the corridor acts as return air
duct and the return air is drawn through return air filters located at the corridor ceiling near
the first compartment.

Fresh (Inlet) air duct

This is provided at the rate of two per AC plant. It is mounted on the side wall just

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below the roof evaporator unit. There is an opening in the side wall with louver hinge door
arrangement and with the provision to house a fresh air filter. The fresh (inlet) air duct has
been designed with damper valve to control the quantity of fresh air to be drawn into the
compartment. This arrangement has been standardised for all types of air conditioned
coaches

Main air duct

The conditioned air from the evaporator unit is blown into the main air duct by means
of two centrifugal blower fans driven by a motor with double extended shaft, The air is
distributed to each compartment in the case of 2 tier sleeper coach and full AC first class
coach through adjustable diffusers. In the case of a c chair cars, the conditioned air from the
main air duct is distributed along the hall through longitudinal apertures suitably set at
factory. The main air duct has been provided with central diagonal partition making it two
independent taper ducts so that each compartment is influenced by the diffused air of both
plants. Further air distribution to the entire compartment is maintained at constant velocity.
The cross section of the main air duct has been designed in such a way that air velocity inside
the duct shall not be higher than 350 metre/min. in order to reduce turbulence and noise due
to air motion in the duct. For the same reason the main air duct has been connected to
evaporator outlet by means of an intermediate transition duct made of fire resistant canvas to
prevent transmission of noise produced by the blower unit- The aperture of air diffuser has
been designed to deliver the required quantity of air into the compartment at a velocity not
greater than 250M/min. This diffuser is provided with a knob to deflect the air to the required
angle. By the above arrangement the air velocity inside the compartment obtained is between
6M/min. to 12M/min. (0.1 M/sec. to 0.2M/sec.) at the face level of the passenger.

5.7.10 Refrigerant piping and joints

The refrigerant piping consists of the suction line (from the evaporator out let to
compressor inlet) discharge line (from compressor outlet to condenser inlet) and liquid line
(from the liquid receiver to the inlet side of expansion valve), connections to the gauge panel
from the compressor delivery side (high pressure side), low pressure side and from the
compressor crank case. The lubricating oil connections are also part of the piping system
Only copper pipes to specification BS:2017-63, C-106 Sec - 3 are used. Main pipelines are
jointed with couplers or elbows by means of silver brazing where as joints to various
components like gauges pressure cutouts, hand shut off valves, expansion valve, strainer etc.
are connected by means of flare joints to facilitate easy removal of the above elements for
replacement and inspection.

5.7.11 Wiring

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All wiring has been done by means of multistranded PVC insulated copper cables to
specification. ICF/Elect./857. All cables have been laid on steel trough/conduits for easy
maintenance and prevent fire hazards. Crimped type of connections have been adopted
throughout. All the terminal boards are of fire retardant FRP material, Reliability of wiring
has been made very high.

5,7.12 Temperature setting

The temperature inside the airconditioned compartment is controlled by mercury in

glass thermostats with different settings as mentioned below. Operation of cooling or heating
takes place in accordance with ambient conditions.

The temperature control thermostats are fitted in the return air passage. Two types of
thermostats are used, one for controlling the cooling and the other for controlling the heating.
Both these thermostats are alike, each consisting of a sealed glass tube containing a column
of mercury. Presently there are two settings for cooling at 25OC and 23OC and for heating at
21OC and 19OC respectively. The mercury thermostats are being replaced by electronic
thermostat with one setting each for cooling at 24OC and for heating at 20OC.

5.8 CAPACITIES OF A/C PLANTS PROVIDED IN VARIOUS TYPES OF

COACHES

Sr. Type of Coach. No. of Calculated A.C. Capacity of A.C.

No A.C. Plants load of coach. Plants provided.

01. B.G.A.C. 1st class. 01 01 5.30 TR 6.7 TR x 1

02. a. B.G.AC 2 tier. 02 02 7.48 TR 5.2 TR x 2

b. B.G.AC composite coach. 02 02 7.97 TR 5.4 TR x 2

03. B.G.AC chair car. 02 02 11.10TR 6.7 TR x 2

04 B.G.AC.3Tier 02 02 6.6 TR x 2

05. M.G.AC 2 tier. 01 01 6.39 TR 6.7 TR x 1

5.9 QUANTITY OF REFRIGERANT REQUIRED FOR VARIOUS TYPES OF

COACHES

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Sr. Type of Coach. No. of AC Plant capacity Types of Quantity

No. Plants (TR) Compressor Refrigerant
(kg.)
01. 1CF built full AC One 5to9 5F30 1x15
Coaches 5F40 (approx.)

5F60
SMC.4.65
FK4.
02. ICF built full AC Two 10tol8 5F30 2x15
Coaches. 5F40 (approx.)

5F60
SMC.4.65
FK4.
03. Partial AC Coaches One 2 5to3.5 5F20 1 x 12
FK4 (approx.)

CP3

5.10 MAINTENANCE SCHEDULE FOR AIRCONDITIONED COACHES

5.10.1 The following are the various maintenance schedules carried out on air-conditioned coaches.
• Trip schedule.
• Monthly schedule.
• Three monthly schedule.
• POH - One year

5.10.2 Recommended standard facilities for POH of AC coaches

Fig shows a recommended layout of a POH Shop with an out-turn of 5 coaches per month. The
layout envisages the following flow of work.
• The layout incorporates a receiving shed with a pit of 1.35 M width, 1.3M depth
and 30 M long to facilitate unloading/loading of equipment. Track and pit centre line are
located 1 M off from the shed centre line.
• The equipment unloaded from the coach may be moved to the respective sections of
the shop by means of mechanised transport facilities.
• After completion of overhaul work, equipments may be loaded on the coach kept in
the receiving line and then the coach shall be brought to the shed having wider line
with a pit of 5 M width for final testing and detailed examination of underframe
equipment.

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5.10.3 Standard facilities for POI1 of AC coaches

Requirements for the pit
• For loading and unloading facilities, the pit width shall be 1.35 m (0.50 in
M.G.), length 30m and depth 3m w ith steps on both side.
• For detailed exam /testing of underframe equipments, a pit having a width of 5m
shall be provided.
• The walls of the pit shall be watertight. The pit floor shall have slope of 1 in
300 towards one end with sump
• Suitable pump shall be provided for pumping out water from the pit.
• Water tight fittings shall be provided in the sides of the pit at intervals of 6m.
• 24 V D C two pin sockets 3 Nos in each side of the pit for hand lamps.
• The wider pit shall be provided with 2 D.C. motor drives of capacity 25 KW each for
testing of Alternators.

5.10.4 Final testing of A/C coach after POH

• Visual inspection of coach for proper fitment of equipments.
• Ensure the refrigerant pipes are properly clamped.
• Suction pipe for proper lagging.
• Ensure all the modifications are complied.
• Check safety chain and tension rod of B.L. Alternators for proper fitness.
• Underframe cables leading to Alt. are properly cleared.
• Check earth leakage by two lamp method.
• Check refrigeration system for any leakage before gas charging,
a. Vacuum test ( for 12 hrs.)
b. Pressure test ( by charging Freon 12 or CO2 gas).
• Vacuum test for 15 minutes for dehydration of refrigeration system.
• Check control panel and ensure that proper fuses are provided.
• Check contactors, relay and switches for correct sequential operation.
• Ensure that time delay in operation of contactor No.12, 13, 13A is 2.5 sec.
• Check heaters for correct operation. (Remove short between 1H 3 - 1H 4)
• Check hooter for proper operation.
• Start the plant and check condenser motor, compressor motor, blower motor for
any abnormality,
• Check leakage of air from doors
• Check oil level in compressor, the level should be when operating - 1/2 bull's eye.
• Check for proper working of capacity control solenoid valve.
• Run the plant for 4 hrs. An equivalent heat load (Convector heater) should be kept
for performance test of plain
• If new expansion valve is provided during POH, it be set.
• Ensure that batteries are in fully charged condition.

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• Take coach on trial run. Alternately test the alternator, regulator and AC plants for
proper working with the help of variable speed drives in the shops itself.
• Ensure that both the alternators are sharing load equally during run. If not set both
the alternator panels.

5.10.5 General checks

• Suction pressure gauge reading should be 2.6- 2.8 Kg/Cm2.
• Delivery pressure gauge reading should be 10 - 12 Kg/Cm2 .
• Oil pressure should be minimum 3 Kg/Cm2 above suction pressure.
• Feel temperature - Suction should be cold and sweaty. Delivery should be very
hot and liquid line should be warm.

5.10.6 Problems in AC coaches

• Gas leakage in pipeline from joints in the control equipment.
• Premature failure of shaft seal of compressor.
• High heat in condenser leading to leakage of refrigerant.
• Difficulty in cleaning of condenser.
• Vee belt failure.
• Compressor motor failure.
• Condenser motor failure.
• Dehydrator defective.
• PCB defective in regulator.

5.10.7 Service trouble

1. HP cut out operates due to -
• Malfunctioning of the cutout
• Condenser fan motor failure.
• Condenser fins and tubes dirty
• Any stop valve is closed or partly closed.
• Freon gas over charged.
• Air in the system.

2. LP cut out operates due to -

• Malfunctioning of LP cut out.
• Gas leakage or under charge
• Compressor motor running at less speed.
• Internal valves of compressor not operating efficiently.

3. Insufficient cooling may be due to -

• Thermostat not operating properly.
• System under charged with freon.
• Compressor motor running slow.

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• Choke in the system.

• Any of the stop valve closed
• Expansion valve choked or not opening sufficiently.
• Condenser fins choked
• Evaporator fins choked.
• Air filters for return air choked.
• Capacity control not working properly.

4. Excessive cooling may be due to -

• Thermostat not operating.
• Compressor motor failing to stop.

5.10.7 Service trouble

1. HP cut out operates due to -
• Malfunctioning of the cutout
• Condenser fan motor failure.
• Condenser fins and tubes dirty
• Any stop valve is closed or partly closed.
• Freon gas over charged.
• Air in the system.

2. LP cut out operates due to -

• Malfunctioning of LP cut out.
• Gas leakage or under charge
• Compressor motor running at less speed.
• Internal valves of compressor not operating efficiently.

3. Insufficient cooling may be due to -

• Thermostat not operating properly.
• System under charged with freon.
• Compressor motor running slow.
• Choke in the system.
• Any of the stop valve closed
• Expansion valve choked or not opening sufficiently.
• Condenser fins choked
• Evaporator fins choked.
• Air filters for return air choked.
• Capacity control not working properly.

4. Excessive cooling may be due to -

• Thermostat not operating.
• Compressor motor failing to stop.

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6. ROOF MOUNTED AIR-CONDITIONING

PACKAGE UNITS FOR RAILWAY COACHES

6. BRIEF DESCRIPTION
The roof-mounted AC equipment for AC coaches of Indian Railways would provide
more comfortable journey and also help attach more coaches in the superfast trains like
Rajdhani Expresses. These roof-mounted AC units of new design are more efficient and
lightweight and are manufactured indigenously.
Two high capacity packaged air-conditioning units of minimum of 7.0 TR of cooling
in 45°C ambient i.e. 14.0 TR for one coach, will replace the present underframe open type
AC system of capacity 5.2 TR each (Total 10.4 TR) for each coach. Two packaged units are
used in one coach each mounted above the toilets on both ends supplying conditioned air into
a tapered duct to serve the coach end to end. The units (two in each coach) are fitted with 4
compressors but operate under normal with 3 compressors and the 4th one acts as standby
and works only during peak days of the summer.
Compressors are started in sequence with time delay to reduce the peak demand of
electricity during start ups. These units are thus more energy efficient and are more reliable
than the existing open units and would be better in operation.
The high capacity AC units of roof mounted type is a fore runner to futuristic super
fast trains. This units can work on E.O.G. systems in addition to S.G. systems . The roof
mounted unit needs approximately 11.5 KW, 20 ampere at normal condition.
Modular type AC units for rail coaches is a major breakthrough in rail-coach
technology. A modular type roof-mounted packaged AC unit for rail coaches, the first of its
kind brings India abreast with the latest in the state of the art of air-conditioning technology
prevalent the World over. The units are extremely energy efficient and reliable. They use two
hermetically sealed compressors of half capacity in each packaged unit. These compressors
are specially developed for rolling stock application under varying dynamic conditions after
rigorous testing and trials before being used in the AC units.
6.1 PRESENT SYSTEM
The AC coaches running on Indian Railways can be broadly divided into two
categories.
• Self generating (S.G.) coaches.
• End-On-Generation (EOG) coaches.
6.1.1 Self-Generating Coaches
Power supply demand for AC equipments is met from axle driven transom-mounted
brushless alternator which is rated for 110 V DC supply. At low speeds and during halts the

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power requirement is met from 110 V lead acid battery housed in battery boxes mounted on
the underframe of the coach.
6.1.2 End-On-Generation Coaches
AC coaches draw power from the diesel-generating sets carried in coaches put in the
front and rear of the rake, functioning at 415/750 V, 3 phase, 50 Hz AC supply. The power is
distributed to entire rake and thus to each coach through two sets of 3 phase 415/750 V feeders.
Each coach is provided with control, distribution and feeder changeover arrangement on
415/750 V control panel. The AC equipments operate at 415 V, 3 phase, 50 Hz AC supply.
The airconditioning system in both types (SG or EOG) of Indian Railways stipulates
use of open type compressor, condenser, liquid receiver with dehydrator separately mounted
on the underframe of the coach. The evaporator comprising cooling coils, heater elements
and blower fans with motor is mounted between coach roof and false ceiling. The
conditioned air is blown through the central duct and distributed inside the coach through
adjustable grills diffusers.
6.1.3 Draw-backs of conventional AC system
The existing system using open type compressor, poses problems such as refrigerant
leakage from pipes and their joints heavy weight, large space occupation, more maintenance
problems, consuming more power and thus less energy efficient.
6.2 SALIENT FEATURES OF ROOF-MOUNTED AC PACKAGE UNITS
• Light in weight, saves fuel for hauling. Total weight of both units is 900 Kg as
compared to 2700 Kg for conventional AC unit. Saves in fuel consumption. In the
Rajdhani express e.g. the total weight reduction in 20 coaches (1.8 x 20 = 36 MT)
equals the weight of one coach. Therefore, one additional coach can be hauled.
• Keeping in view the low price and light weight, the unit pays for itself in one year
operation.
• Low cost of installation at the coach building factory since the system is factory
made, assembled, gas charged and tested for performance prior to delivery.
• The installation requires simply to lower the unit in the false ceiling above the
toilets on both ends of the coach and connection of wiring, drain pipe and flexible
duct.
• In case of failure, replacement of the unit with new unit can be done in less than
two hours by simply lifting the defective unit by a crane and lowering the new
one in place.
• The A.C unit remains outside the partition wall and therefore, no chance of water
leakage on passengers
• Fresh air is taken from the roof through condenser area which gives a relatively
clean air free of the smells of toilets which are common in conventional A.C.
coaches.

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• Hermetically sealed system with no fittings or openings, thus it presents little

potential of gas leakages and break-downs.
• The unit is almost maintenance free since it uses 3ph AC motors which have no
commutators or brushes to wear out.
• Uses more environment friendly refrigerant R-22 and very small quantity less
than 3 Kg.
• Mounted on the roof, thus dirt or dust collection in condensers is negligible and
therefore, requires practically no maintenance or water spraying on condenser
coils.
• No chance of damage due to flash floods during the monsoons.
• No chance of damage due to cattle run.
• Energy efficient - uses less electricity, saves fuel for generation.
• Humidity control in monsoons possible through use of micro processor - based
control system. It will also provide optimum use of all equipments and even wear
to compressors through rotation of operation.
6.3 COMPARISON OF ROOF-MOUNTED A.C. SYSTEM
WITH CONVENTIONAL UNDERFRAME HUNG A.C. SYSTEM

Sr. Roof mounted Conventional

No. Description
No. A.C. Unit A.C. Unit
1. Weight 900 Kg 2700 Kg
2. Installation time 4 hrs. 4 days
3. Refrigerant R-22 (CHC1F2) R-134 A
4. Refrigerant charge Less than 3.0 Kg 15 – 20 Kg.
5. System design Hermetically sealed Open
6. Ref. Leak Potential Nil Enormous
7. Maintenance Little Heavy
8, Dust collection Little Heavy
9 Damage due to cattle run Nil Heavy

Sr. .No. Description Roof mounted Conventional

i i

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No. A.C. Unit A.C. Unit

10. Damage due to flash Heavy
Nil
floods
Deteriorates
quickly due to dust
11. Performance Excellent
collection under
coach
12. Technology Latest Old and obsolete
13. Water drop on passengers Nil Some times
14. Fresh air From roof (Does not take From sides
toilet smell) (Takes toilet smell)
15. Capacity control 25% to 100% 50% to 100%
(4 compressors) (2 compressors)
16. Down time for repair 4 Hrs-(Replace unit) Very long
(Requires repairs to
be made on coach
itself)

6.4. PERFORMANCE OF ROOF MOUNTED AC PACKAGE UNITS

Major problems/short comings experienced by railways with roof mounted AC
package units are,
• Gas leakage.
• Water ingress into corridor.
• Tripping of packages through safety cut-outs.
• Failure of AC control panel

6.4.1 Gas leakage

This problem was more acute in packages of one particular make. Analysis of
problem indicated that this was due to,
• Packages were not subjected to the vibration test.
• Inadequate securing of refrigerant piping.
• Non-securing of compressor top resulting into excessive vibration in discharge
pipe.
• Defective packless vibration eliminator (particular lot).
• Other manufacturing shortcomings like longer length of charging line,
unsatisfactory brazing etc.
The concerned firm in consultation with RDSO and IIT, Delhi, have carried out

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following modifications.
• Securing refrigerant piping properly specially at the places where vibration levels
were found to be on higher side by IIT, Delhi,
• Securing the compressor at the top and using solid mounting pads.
• To replace packless vibration eliminators with U loop.
• To improve the general workmanship and conducting tests more rigidly.
Packages with these modifications have been successfully tested for vibrations. The
other make has also been tested for vibration,

6.4.2 Water ingress into corridor

This problem can be classified into two categories;
• Problems related to rain water
• Problem related to condensate water.
Major factors contributing to first problem were,
• Inadequate/ineffective drainage area
• Interfacing between trough and package not water tight.
• Package not of standard design and not water tight.

Inadequate/ineffective drainage area

This is considered to be the major culprit. It is felt that if it is corrected there will be
considerable improvement. Drainage area has now been increased to about three times of the
earlier and also made effective by taking if vertically downward from the bottom of the
trough.

Interfacing between trough and package not water tight

In earlier design, packing provided between package and trough was getting
dislodged due to sustained vibrations. Now the arrangement has been modified to have single
gasket under point pressure mounting with skirting all around the opening.

Package not of standard design and not water tight

Water was found to be entering into the corridor through evaporator area and other
structural members of the package due to not standard design and evaporator section not
being water tight. This stands corrected now.

Problem related to condensate water

This problem can be further divided into two categories:
a. Condensate water dropping into corridor.
b. Condensate water carried over by blower and thrown into duct.
Problem 'a' has been observed in both packages while problem ‘b’ is confined to only
one make of package units.
Causes of the problem as identified are,

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• Condensate water collected into drip tray not getting drained off effectively due to
non provision/removal of air trap (U-trap) at the outlet of condensate drain or due
to improper slope of the external drainage connections This stands corrected now.
• Defective drip tray design in respect of inadequate depth and covering at the top.
• Clogging of filters - This needs to be looked into by Railways.
In the latest packages condensate drain has been taken towards condenser area and
provision of U-trap is in the scope of package manufacturer. This is expected to eliminate the
problem due to negative pressure of blower over drip tray getting partly neutralized by
condenser and also the intact provision of U-trap. Design of drip tray has also been modified
to provide maximum possible depth. It is felt that if the filters are periodically cleaned
problem will not be experienced.
For the existing coaches modifications have been evolved and demonstrated on three
ACCNs with full trough. Modification in respect of coaches with half trough are under
validation. Modifications require two inputs,
a. Modification in trough.
b. Modification of old packages to make them conforming to latest design.
While input 'a' is to be arranged by railways on their own, for input 'b' RCF has entered
into contracts with package manufacturers for which even the cost will be born by RCF.
It has also been jointly decided by RDSO & RCF to try out flat roof mounting
arrangement of AC package on few coaches for which drawings are to be given by RDSO.
6.4.3 Tripping of packages through safety cut-outs
This problem was experienced during the peak of summer. To overcome the problem,
RDSO's relevant specification has been revised specifying the satisfactory functioning of the
package at an ambient of 57°C.
6.4.4 Failure of AC control panel
Initially AC control panels supplied by different manufacturers were of different designs and
lay-outs which were causing lot of problems. Subsequently, RCF standardized the lay-out
and design of control panel to have 100% interchangeably among different makes. The
procurement of panels was offloaded to industry as package manufacturer did not respond
promptly enough and also due to price implications. However, in these panels, problem of
coordination and poor quality of particular make of switchgear items were reported by
railways. Railways have been advised to replace this particular make of items by Siemens
make which can be made available by RCF.
Accordingly a decision has been taken to procure the control panel from package
manufacturers alongwith AC packages. Earlier, there were two types of control panels one
with 110V AC control supply and other with 110V DC supply. Specification of control panel
has been revised by RDSO. Now there will be only one type of control panel (with 110V AC
control supply) for both SG and EOG type coaches.

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7. A/C 3TIER SLEEPER COACH FITTED WITH

ROOF MOUNTED A/C PACKAGE UNIT WITH
E.O.G. SYSTEM OF POWER SUPPLY

7.0 TECHNICAL DETAILS

The A/C unit shall be capable of maintaining inside conditions as under :

DBT WBT RH
(ºC) (ºC) (ºC)
Outside (Dry Summer) 45 25 –
Outside (Wet Summer) 40 28 –
Inside (Dry & Wet Summer) 24 – 40

Each coach shall be provided with two roof mounted A/C units each with a minimum
cooling capacity 20,000 K.Cal/hr (6.6TR). The roof mounted A/C package unit shall
generally confirm to RDSO specn. No.ELPS/SPEC/AC/01.
Refrigerant Compressor
Hermetic or semi-hermetic refrigerant compressors working with Freon 22
(monochloro difluoro methane) are provided in the A/C package unit. The compressor motor
is rated for 415V, 3Ph, 50 HZ, AC Power Supply.
Make & Model – Kirloskar. Hermetically Sealed.
Power Consumption – 5. 25KW +/-20% depending upon Ambient temp.
Current (Amps.) – 8.25 +/- 25% at 415V, 3Ph,50HZ,AC Power Factor
- 0.8
C.F.M. – 12.033
Volume – 117.65 CC/Rev. Refrigerant Condenser
Refrigerant Condenser
Condenser Coil – Fin-on-Tube
Face Area – O.67 M2 x 2
Material of tube – Copper
Tube O.D. – 9.62 mm
Fin material – Aluminium
Fin Thickness – 0 19 mm
No. of Fins/cm – 4.3 +/- 1

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Refrigerant – R22,Less than 3.0Kg each circuit

Condenser Fan – Propeller type (2 Nos)
Diameter – 533.4 mm (21 x 2)
Air Flow (CFM) – 5000 min. x 2
Pressure (External Static) – Open to atmosphere
Speed (RPM) – 1400 +/- 10%
Motor size – 1 H.P x 2
Current consumption (Amps) – 1.8 +/- 10%x2 at 415V, 3 Ph, 50 HZ, AC
Power Factor – 0.7

The condenser motor shall confirm to 15:325-1970 with IP 55 protection confirming

to 15:4691-68.
Evaporator Unit – Fin-on-tube type
Face Area – 0.265 M2 x 2
Material of tube – Copper
Tube O.D. – 9.62 MM (3/811)
Fin Material – Aluminium
Fin Thickness – 0.19mm
No. of fins/cm – 4.3 +/- 1
Evaporator Fan – Centrifugal type blower
Diameter – 254-279 mm (10º-11 º)
Air Flow (CFM) – 2000 (3400 cu Mtr/Hr.)
Pressure (External Static) – 20 mm. Min. water gauge
Speed (RPM) Motor size – 1400 +/- 10%
Speed (RPM) Motor size – 1.5 Hp
Current consumption(A) 2.2 +/- 10% at 415V, 3ph, 50HZ, AC
Power Factor – 0.7

The evaporator blower fan motor shall generally conform to IS ; 325 with IP 44
protection as indicated in IS : 4691-68.

7.1 AIR CIRCULATING SYSTEM

The AC system is designed to introduce fresh air at the rate not less than 0.35
3
M /min/ person into the A.C. compartment. Keeping in view the above requirement of fresh
air, quantity of fresh air per package unit will not to be less than 11.7 Cu.M/min.
The main duct carrying conditioned air is so designed that the air velocity inside it
does not exceed 360 m/min. The air distribution system is so designed as to ensure that the

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max. air velocity at 150 mm below duct/diffuser is 10m/min. and at 1.2 m from floor level is
15m/min
Four types of diffusers are used in the conditioned compartment for distribution of
cool .air. Type 'A' larger diffuser and type B smaller diffuser are provided on the main duct.
Type 'C' and type 'D' diffusers are provided on the branch ducts for transverse and
longitudinal berths respectively. Branch ducts of size not less than 50 mm is brought down
near the window from the main duct on both sides. The diffusers on both the branch ducts are
mounted in the inclined position to direct cool air towards lower berths. The branch diffuser
on the longitudinal berth's side is provided with adjustable vanes to control quantity of cool
air. The diffuser on branch ducts for transverse berths is made in two parts, each part
directing cool air towards the lower most berths of the bay. These are also provided with
variable vanes.

7.2 POWER SUPPLY ARRANGEMENT

The electrical load in the coach is fed through two sets of 415V, 3Ph, AC, 4 wire
feeders run along the rake and coupled to the coach with the help of inter vehicular couplers.
Each coach on the rake is provided with the control, distribution and feeder
changeover arrangement on 415V control panel. The 415V, 3Ph, supply is transformed with
the help of a 415/190V, delta/star, 3Ph, transformer of 3KVA capacity for supplying the light
and fan loads.
A separate control panel/junction box is provided inside the coach for control and
distribution of 3Ph, 4 wire, 190V (110V, 1Ph) system for lights and fans.
Two sets of latched and electrically interlocked coupling of cable and plug socket and
dummy socket one at each end panel of the coach is provided for transmitting the feed to the
adjacent coaches on either side.
Water raising apparatus is fed at 240V, 1Ph, 50 HZ, AC.
One emergency lighting battery 24V, 90AH. is provided on the under frame to feed
emergency lights in case of failure of power supply. One battery charging transformer
rectifier unit is provided on the under frame to charge emergency lighting battery.

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8. SALIENT FEATURES OF AIRCONDITIONING IN

LHB VARIANTS OF AC COACHES
8.0 LHB coaches are coaches of special design being mow manufactured by RCF
Kapurthala on the basis of design and technological transfer from M/S ALSTHOM LHB.
The air-conditioning of these coaches incorporate micro-processor controlled air-
conditioning system with a number of advanced technical features for comfort air-
conditioning. The important features of air-conditioning are as follows .The various RMPUS
used in LHB coaches are

1) Sidwal make,

2) Fedder lloyd make

3) Amit engineering make

4) Lloyd Electric makes.

The AC system is described below based on Sidwal make RMPU ac coach package unit and
their systems

8.1 ROOF MOUNTED AC PACKAGE UNIT (SIDWAL MAKE)

The AC system for all type of coaches and generator cars of Indian railways provides the
following functions in all rooms used by either the train staff of passengers, such as the
passenger compartment, staff compartment, WC, kitchen and rooms accommodating the
switchgear.

• Ventilation
• Air heater
• Air cooling
• Air dehumidification
• Air filtering

8.1.1 CONSTRUCTION
The coaches are provided with two Nos compact air-conditioning units each and the
generator cars with one air- conditioning unit each. However the units used in the different
car type are identical.

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Diagram of Control panel in LHB coaches

8.1.2 The AC system for the Passenger and Generator cars consists of the following
assemblies:

• Compact air conditioning unit

• Duct system
• Exhaust air system
- Exhaust air unit
- WC/WC exhaust fan
- WC/switch cabinet exhaust fan
• Circulating air duct system
• Fresh air screen
• Open/closed-loop control devices
• Sensors

8.1.3 COMPACT AIR CONDITIONING UNIT

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The compact air conditioner unit has been designed for the air conditioning of 2 tier, 3 tier &
chair car for Indian Railways.

The outside air (fresh air) is sucked in via the two fresh air screens and their air filters on the
carriage side wall. It is mixed in the unit with the outside air/ recirculating air ratio can be set
by means of air dampers, the positions of which are controlled by the computer of the air
conditioning system.

The dimensions of the air conditioning units have been designed to match the car profile.
Being installed in a recessed trough, it does not protrude from the car profile.

The compact air conditioning unit has two separate cooling circuits consisting of the following
components:

• two hermetic refrigeration compressors with oil heaters

• two condenser with Cu pipes and Al. Fins
• two axial fans for cooling the condensers
• two evaporators
• two twin-sucking radial fans for the supply air (driven by the motor)
• three maintenance covers
• two air inlets for circulating air
• one air outlet for supply air
• control and safety devices
• pipelines/fittings
• two mixed air filters

8.1.4 Operating modes

8.1.4.1 Preheating and cooling operation

The outside air dampers are closed to facilitate rapid heating up or cooling down of the
carriage

8.1.4.2 Normal operation

In the normal operating mode, the dampers are set to ensure the envisaged fresh air volume
of 21 m3/h per person.

8.1.4.3 Emergency operation

Should the AC system fail due to a failure of the power supply, the adjusting dampers of the
circulating air duct close so that the system is operated exclusively with outside air.

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The supply air fan of the compact air conditioning unit sucks the air from the mixing
chamber across the two mixed air filters and evaporators and forces it via the electric heater
into the supply air duct of the carriage.
The condenser fans concurrently suck fresh via ventilation slots provided on both sides to
cool the compressor-condenser section.

The supply air is first carried via silencers into the thermally insulated supply air duct, which
is diagonally split in the longitudinal direction. The air is then supplied via openings in he
bottom into a compensating chamber and from there via the perforated ceiling into the
passenger compartment.

8.5 Controller

All controlling and regulating functions are performed by the digital controller.

It is built in an EMC proof standard plug-in rack using so-called 19” technology that is
designed for plug-in cards of Eurocard form factor. This rack contains all required electronic
cards needed for the unit. This combination of cards and wiring between the cards have been
specifically designed that have been used for many years in high quantities in various railway
HVAC equipment.

All signals are passed into this device via 2 front-side multiple cable connectors on position X1
and X2, Where as 110V supply is located on a separate front side connector on card A1of
controller.

8.5.1Software / operating modes

The control of air-conditioning system is divided into the following operating modes:
- Test mode
- Emergency mode
- Control mode

8.5.2 Test mode

This mode only supports a test run that uses the dedicated service program PRUEFWIN (in
case of Sidwal) and a PC. The PC is connected to a/c computer via the serial port. There is one,
command “H”, for “test mode”. The software will switch off all outputs and enter testing mode
for duration of 2 hours. During this time any output may be manually. Set or reset with the help of
‘Z’ command, To escape prematurely from testing mode the HVCV controller must be reset by
powering off and on the 110V supply. Then the user can test the individual operating functions of
the system.

8.5.3 Emergency mode

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If a measuring sensor fails, the system continues in emergency mode. This mode consists of
two steps :

Step 1 : Evaluation is taken over by the sensor of

Out door temperature sensor Defective the other system.
Step 2 : Fixed value of 20 degrees C

Duct air temperature sensor Defective Control together with room temperature.

Step 1 : Evaluation is taken over by the sensor of

the other system.
Room air temperature sensor Defective
Step 2 : Control according to duct temp And
outdoor temperature.

Set point generator defective Controlled to fixed value of 23 deg. C

Room and duct sensors Defective Turns off heating and cooling Ventilation is s
possible.

8.5.4 Control mode

In controlled service, the air-conditioning units are controlled by a microcomputer. This is a

fully automatic operating mode. Depending on the ambient temperature, the available modes
of heating, ventilating, cooling and dehumidifying are controlled.

8.5.5 Temperature regulation in pre-heating and pre-cooling

Pre-heating uses maximum heater output until an indoor temperature of at least 14ºC, the
system changes to “heating in controlled service” mode.
To save energy, only recirculating air is used in pre-heating mode. In this mode the fresh
air/recirculating air flap is set to extreme position, i.e. „100% recirculating air”. The output
must be active at least for ninety seconds to ensure that the flap goes to full open position.
Besides the exhaust air fan must not be running in pre-heating mode of the system.
Like in pre-heating, pre-cooling also uses maximum cooling output. Pre cooling starts when
temperature is greater than 28ºC when the controller cuts in, the required voltage is fed.
When the room temperature of 28ºC is reached latest, however, after 30 minutes, the system
changes to „cooling in controlled service’ mode.
To save energy, only recirculating air is used in pre-cooling mode. In this mode the fresh
air/recirculating air flap is set to extreme position, i.e. “100% recirculating air” and the
exhaust air fans are turned off.
8.5.6 Temperature regulation in heating, ventilation and cooling modes.

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The room temperature is exclusively controlled by the microcomputer.

8.5.7 Room set point temperature in cooling mode / Heating Mode
Switch S1U1R1. Set point generator has 7 point temp. selector switch

Summer Winter

20.0°C 17.0°C
1.

20.5 °C 17.7°C
2.

21.3 °C 18.3°C
3.

22.3 °C 19.0°C
4.

23.2°C 19.7°C
5.

24.0 °C 20.0°C
6.

25.0 °C 21.0°C
7.

8.5.8 Cooling circuit control

If a cooling power request is received, a safety check is made before the compressor is turned
on. The following information is available and should be observed:
• Thermal monitoring of the condenser fan
• Suction pressure message
• High pressure message

8.6 Dehumidification
The dehumidification function is available at cooling mode step 2. It is used if the relative
humidity of the room air rises to 60%. This condition is monitoring by the moisture sensor in
input C7S3. If the relative humidity is less than 60%, a simulated temperature of below 60°C
is measured (Appro. 10 kΩ ). When the sensor switches, this resistance is reduced via a
measuring bridge so as to enable measurement over (appr.1 kΩ ).During dehumidification,
the room temperature is controlled by the extra heater. Extra heating is maintained until
• The cooling power of the second step becomes insufficient to maintain the room
temperature even at maximum cooling output, or

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• The moisture sensor relative humidity of less than 60%.

In dehumidification service, a max 50% of the cooling output is allowed to ensure that the
combined power consumption of the refrigerating and heating units does not exceed the
maximum cooling output. This is ensured by limiting the dehumidification function to
cooling step 2. The higher power consumption that would be needed if 2 compressors were
turned on simultaneously is avoided by delaying the start of the second compressor by 5
seconds.

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9. RAKE LINKS

9.0 INTRODUCTION
The basic requirements for rail transportation system are:
• Railway track,
• Signalling and telecommunications,
• Rolling stock which contains locomotives, coaches and wagons,
• Maintenance and operating personnel of these assets.
Railway track and signals are fixed assets and these are must for running of trains irrespective of
the number of trains run, whereas the rolling stock and crew requirement are based on quantum of
traffic to be handled. As such, careful planning is required in acquisition and utilisation of the
coaches, especially the A.C. coaches, since they are costly assets. Minimum turn-round time will
increase the number of trips which, in turn, yield greater dividends with minimum number of coaches.

9.1 OBJECT
The object of rake links is to ensure optimum utilisation of coaches with minimum lie-over
period at destination as well as availability of coach for trip and schedule inspection on due date so
that the same is maintained in good fettle for reliable service.
Rake links indicate the sequence in which coaches have to operate. Rake links give all the
information about the movement of coaches at a glance and can be used as a ready reckoner by
operating staff.
In order to achieve maximum utilisation of the rakes, rake-links are prepared in such a
manner that the coaches are kept on run for the maximum number of hours each day with the
minimum detention at the terminal stations.
Ideal rake-link is one in which lie-over of coaches at destination is minimum, utilisation
(km earning per coach per day) is maximum.

9.2 POINTS TO BE KEPT IN MIND WHILE PREPARING RAKE-LINKS.

• Coaches shall be made available for carrying out trip inspection at terminal stations.
This shall be indicated in the rake-link itself. Coaches are to be made available to the
owning depots for carrying out maintenance schedules such as monthly, three
monthly. POH etc.

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• At terminal stations, a minimum time of at least 3 hours shall be provided for

connecting other link trains, to avoid link failure as far as possible. Should the rake
become non-available for its pairing train for any reason, then it is considered
as 'Link failure'.
• Rake stabling siding shall be available at the terminal stations close to the station
platforms to avoid unnecessary movement in shunting.

Fig. 1

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10. AIR CONDITIONING OF OTHER

INSTALLATIONS

10.0 WINDOW TYPE UNITS

Air conditioners of the window type, are completely self-contained units, with the
compressor, condenser, evaporator, refrigerant piping and air filter, all assembled in a very
compact assembly. The window units are usually of 1/2 to 2 tons capacity and fitted with 230
V motor upto 3 HP. Modern tendency is to employ sealed type motor-compressor units with
the refrigerant piping system sealed-in with brazed joints, so that the leakage of gas is
virtually eliminated and the unit may serve for long periods with hardly any attention. In
these units expansion valve and liquid receiver are not provided. The refrigerant is controlled
with the capillary system. The unit is so designed that it can be mounted on the window with
small bracket from outside. Window units are particularly adopted when only few rooms are
to be air-conditioned and they are widely separated.
Window type unit has following advantages;
• Maintenance cost is less and very little, since the system is sealed.
• Ducts are not required.
• Occupy less space.
• Shaft seal is eliminated.
• No alignment problem.
• Better-cooling of compressor motor from the suction gas.
The greatest disadvantage of the system is that since every thing is sealed, no repair
can be carried out in field. The unit has to be repaired in workshop after cutting the sealed
housing.
The first cost of installation becomes 50 to 100% costlier than central unit when a
number of units are employed for air-conditioning a large area.

Periodic maintenance
To enable the conditions of both of the atmosphere and unit to be healthy it is
imperative to give a periodic maintenance to the unit. The period is to be fixed as per the
experience gathered or as specified by the manufacturer.
The following are the important aspects to be looked after during maintenance.
• Give attention to condenser coil, cooling coil and fan. 'Dust off these either by
compressed air or brush it. CO2 may be used if available.

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• Hold the naked light in front to check the cleanliness in between. A hooked wire
should be used to remove the foreign material Cooling coil need not be cleaned so
frequently.
• Fresh air ducts should be cleaned and checked.
• Check the compressor mounting springs if external mounting is done. Replace
them if necessary. Spring tend to loose its tension with age and this leads to noisy
operation of the unit.
• Check the earthing connections.
• If necessary oil the dampers. View the unit slope.
• It should be 1/2 to 3/4" towards outside.
• Check the air fillers.

10.1 PACKAGE UNIT

These units are functionally similar to the window models but are very much bigger
in size and therefore arranged for floor mounting. These are available in several capacities
i.e. 4,6, 8 and 12 tons. These units contain all the elements for cooling, dehumidifying,
ventilating and circulating air and is quiet in operation. In larger sizes, the condenser is often
water cooled and the necessary pipe connections will have to be made The compressor unit
may be of the hermetically sealed, semi-sealed or open type. The control panel is
conveniently located and provided with a 3 position switch marked 'OFF’, 'Fan', and 'Cool',
in addition to a knob for setting the temperature at which the thermostat is to function. The
disadvantage, however, is that the cost of installation is much higher than that of a central
plant specially if large area has to be air-conditioned.

10.2 CENTRAL PLANT

A central plant with full ducting is best suited for air conditioning of large buildings,
theatres, halls and un-partitioned offices. In the central plant system, the airconditioning
plant, comprising two or more heavy compressor units including the ancillary equipment like
condensers and evaporators are located at a central point usually at the ground floor or
basement. The conditioned air is delivered through a ducting system to all parts of the
building. A duplicate ducting system is required to lead back the return air from inside, back
to the central plant, to be dehumidified, cooled and recharged with fresh ventilating air to be
circulated once again.
The ducts are usually bulky and cumbersome as they have to handle large quantities
of air. To accommodate them and keep them out of sight is a problem which often poses
structural difficulties. In a large hall, network of ducting would be required to distribute the
air uniformly to all parts. Individual DAMPER VANES are necessary to control the amount
of air admitted at each outlet, as also at points where smaller ducts branch out. A
considerable amount of adjustment and experimentation would be required to maintain the
temperature variation within 1 or 2O C over all parts.

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One advantage of this system is that the processing of air is centrally controlled and
therefore a high standard of efficiency can be maintained. The compressor plant itself being
large is sturdy and robust and could operate for long periods with little attention. Normally
there should be at least two complete independent units, one a working set and the second a
standby,

Fig 1.
SCHEMATIC DIAGRAM OF A.C. SYSTEM

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Fig. 2
CENTRAL PLANT
AIR CONDITIONING SYSTEM

Apart from the objection of the large ducting, the other inherent disadvantages of the
central plant system are:
• Adjustment of individual room temperatures, as required from time to time is not
possible.
• Therefore, the system is definitely wrong for buildings which are spilt up into a
number of small rooms, offices, hotel rooms and so on.
• It permits mixing of air, cigarette smoke, bacteria and odours between different
areas and offices.
• The ducting occupies an appreciable space.

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10.3 DESERT COOLER

The desert cooler works on the principle of evaporative cooling. A fan sucks outside
air through a continuously wetted pad. The air in passing through the wetted pad gets cooled
and humidified and this air is circulated into the room, where it picks up sensible heat and
maintains fairly comfortable conditions as fresh air is continuously pumped into the room.
The air from the room should be allowed to escape out through an opening at the farthest end
of the room.

10.4 WATER COOLERS AND REFRIGERATORS

10.4.1 Refrigerator
The majority of domestic refrigerators operate on the vapour compression system, the
basic unit being a hermetically sealed electrically driven compressor unit which may be of
the rotary pump type or reciprocating type. The unit is mounted at the base of the cabinet.
The refrigerant commonly used is Freon22. The motor is generally of the high torque squirrel
cage induction type using split phase design or employing capacitor start principle and
operating on AC 230 volts 50 Hz supply.
The usual expansion valve is done away with and replaced by one or more capillary
The evaporator piping is fastened round and brazed to the freezer box. The condenser too is
greatly simplified by laying the condenser tube to and fro over a single metal sheet and plate
acts as a heat sink and dissipates the heat to air currents on the two sides of it. This type of
construction eliminates the need for a condenser cooling fan. The top of the food storage
space is reserved for the freezer unit for making ice cubes or storing foods for long periods at
a low temperature. The rest of the cabinet interior gets cooled by convection currents of air
set up by the freezer unit. The compressor unit starts and stops automatically under the
control of an adjustable thermostat which in turn operates a relay.

10.4.2. Water coolers

Water cooler is a machine working -on refrigeration system for cooling water for
drinking purpose. The drinking water having temperature between 10OC to 13OC is preferred.
As for the refrigeration system it is same which is utilized in airconditioning, refrigerators,
etc. The water coolers can be classified into two main categories:
• Instantaneous water coolers
• Storage type water coolers
It consists of a fabricated metal sheet work and the refrigeration equipments are
installed inside. There is no storage tank for storing and cooling the water. The water is being
cooled by the refrigerant no sooner the water flow starts. That is why, the name is given
instantaneous water cooler. Here both evaporator coils and refrigerant coils welded together
or one coil is passed inside the other coil (i.e. tube in tube arrangement) so that the maximum
efficiency can be achieved. The evaporator unit is also insulated to avoid the flow of
surrounding heat. The refrigerant takes away heat from water and changes to vapour. The

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compressors used are normally hermetically sealed. The condenser is air cooled and a
separate motor is provided for cooling the condenser. The capacity of this type of water
coolers is small and another disadvantage is that in case of electric supply failure cooling of
water will not take place.

Storage type water cooler

As the name employs, there is water storage tank depending upon the capacity of
plant. The water is stored in stainless Steel tanks, G.I. tanks, or brass tanks. The evaporator
coils are welded outside around the storage tank for heat exchange between the water in the
tank and refrigerant passing through the evaporator coils. The condensing unit will continue
to run so long the water temperature is not attained. The compressor used is sealed as well as
open type. The refrigerant is being controlled normally with capillary in sealed units and.
expansion valve in open type units. In some of storage water coolers the evaporator coils are
directly kept in water as heat exchange will be good. But disadvantage is that the mineral
salts of the water gets deposited over the evaporator coils and further heat exchange does not
take place. In such cases the coil must be cleaned from the water, surface regularly.
In addition to the above two types of water coolers, there are storage-cum-
instantaneous type also. In this type, there is chiller of the cylindrical type in which a coil is
inserted. First the refrigerant is expanded in the chiller coils, whereas water is flowing in the,
chiller, as such the, water give heat to the refrigerant and then the same water flows in the
tanks. The refrigerant, after passing through the chiller coils is again passed-in the outer tube
of the evaporator coils fitted on the outside of the tank, that is why, it is called instantaneous
cum storage type of water cooler.

10.4.3 Maintenance of refrigerators and water coolers:

Small refrigerators, water coolers and domestic airconditioners employing sealed type
units are designed to operate satisfactorily, for long periods without any-attention if used;
with reasonable care. Leave well alone is an excellent rule to follow, tinkering should never
be permitted. The insulation resistance of the wiring and bonding to earth of the body of the
equipment should be checked at intervals of say once in 6 months to ensure safety.
Defrosting the cooler unit and giving a general cleaning is necessary every now and then.

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