FIAT BOGIE

POWER SUPPLY SYSTEM USED IN INDIAN RAILWAY RAKES

There are mainly two types of the coaches called conventional ICF type and LHB is being manufactured at ICF,Perambur and RCF,Kapurthala .

There are three power supply systems as existing in Indian Railways to provide lighting, fan, air-conditioning and other needs of electricity for travelling passengers. 

These are :

Self Generating (S.G)

ALTERNATOR: -

     It is a source of electricity when the train is moving. For AC coaches two alternators of 25KW power each are used in a single coach. For general coaches an alternator of 4.5 KW power, per coach is used. V – Belts and Pulleys, connects the shaft of the alternator to axle.

2×25 kW alternators for AC coach and 1×4.5 kW for non-AC coach is mounted underslung, driven by a pulley-belt arrangement when driving pulley is mounted on coach axle. Output is rectified and charges 110V DC battery for continuous power supply to AC and non-AC coaches. AC load of roof mounted packaged units is supplied by converting DC into 2×25 kVA inverters. This system is followed over trains having a combination of AC and non-AC coaches.

DIESEL LOCOMOTIVE

The locomotives of INDIA presently consist of electric and diesel locomotives. Steam locomotives are no longer used in INDIA , except in heritage trains. A locomotive is also called loco or engine.

 The Bengal sappers of the INDIAN ARMY were the first to run a steam locomotive in INDIA. The steam locomotive named ‘Thomason’ ran with two wagons for carrying earth from Roorkee to Piran kalivar in 1851, two years before the first passengers train ran from Bombay to Thane in 1853.

The diesel locomotives

The modern diesel locomotives is a self-contained version of the electric locomotive. Like the electric locomotive, it has electric drive in the form of traction motors driving the axles and controlled with electronic controls. It differs principally in that it carries its own generating station around with it, instead of being connected to a remote generating station through overhead wires.

Diesel locomotives use electricity drive forward motion despite the name ‘diesel’. A large diesel engine turns a shaft that drives a generator which makes electricity. This electrical energy powers large electric motors at the wheels called ‘traction motors’. A fuel tank is also essential. It is interesting to note that the modern diesel engine locomotive produces about 35% of the power of electric locomotive of similar weight.

COMPONENTS AND WORKING OF A DIESEL LOCOMOTIVE

Diesel Engine

This is the main power source for the locomotive.  It comprises a large cylinder block, with the cylinders arranged in a straight line or in a V .  The engine rotates the drive shaft at up to 1,000 rpm and this drives the various items needed to power the locomotive.  As the transmission is electric, the engine is used as the power source for the electricity generator or alternator, as it is called nowadays.

LHB FIAT BOGIE ( DETAILED )

LHB (LINKE HOFMANN BUSCH) FIAT BOGIE

FIAT-SIG BOGIE AT RCF

VARIOUS PARTS OF THE LHB RAKE

ICF BOGIE ( DETAILED )

ICF (INTEGRAL COACH FACTORY) BOGIE :

How Does the "Emergency Alarm Chain Pull" stops the Train?

The Emergency Alarm Pull Chain system 

For those of us who has traveled in a train, might had have seen a Emergency pull chain.

The chain is used to stop the train ta a time of an Emergency ( or not ? :P ).

Yes most of may know it in a bad way when people carelessly pull the chain in no emergency. 

Most of us though know what Pull chain is been used for but  does not know the exact mechanism of it. 

Here is a brief description of what exactly happens in a Train when you pull the Emergency chain.

ELECTRO-PNEUMATIC BRAKES (I.R)

ELECTRO-PNEUMATIC BRAKES (I.R)

A model of E-R Brake System at RCF

The Following Contents from Rail-technical

Please refer to HERE for detailed Explaination

Introduction

Originally designed for subways or metros, the electro-pneumatic brake has more recently been used on main line passenger railways and some specialised freight operations.  Its main advantage over the air brake is its speed of control and quick on-vehicle reaction times, giving instantaneous control of the whole train to the driver.

Even the most modern, purely air brake systems rely on the transmission of an air signal along the brake pipe.  This is initiated from the front of the train and has to be sent to all vehicles along the train to the rear.  There will always be a time lapse (called the propagation rate) between the reaction of the leading vehicle and the reaction of one at the rear.  This time lapse is a considerable restraint on operation.  It causes the braking of vehicles to happen at different times along the train so that while some cars are slowing down, others are still trying to push, unbraked, from the rear.  When releasing, the front of the train is pulling the rear, still braking, and causes stress to the couplers.