Sanjeet Kumar: A Seminar Report ON Electric Traction
Sanjeet Kumar: A Seminar Report ON Electric Traction
Sanjeet Kumar: A Seminar Report ON Electric Traction
ON
ELECTRIC TRACTION
SUBMITTED BY:
SANJEET KUMAR
REGISTRATION NO.-1308143
SHAHPUR – JALANDHAR
CANDIDATE’S DECLARATION
I hereby certify that the work which is being presented in the Seminar entitled
“Electric Traction” by “Sanjeet Kumar” in partial fulfillment of requirements for the
award of degree of B.Tech. (Electrical & Electronics Engineering) submitted in the
Department of Electrical & Electronics Engineering at CTIT, Jalandhar is an authentic
record of my own work carried out during a period from July 2016 to Sept 2016 under
the supervision of Er. Rahul Sharma.The matter presented in this Seminar has not been
submitted by me in any other University / Institute for the award of B.Tech Degree.
SANJEET KUMAR
This is to certify that the above statement made by the candidate is correct
to the best of my/our knowledge.
Supervisor
Signature of HOD
ABSTRACT
In this seminar report we have discussed about electric traction, whole process, working
,advantage & disadvantage and conclusion of electric traction and its reference
The railway as a means of transport is a very old idea. At its beginnings, it was mainly
utilised in the central European mines with different means of traction being applied.
But it did not come into general use until the invention of the steam engine. Since the
18th century it has developed faster and faster until in the 21st century it has become
the most efficient means of transport for medium distances thanks to the development
of High Speed.
The main factors that have driven the enormous development of the railway, as any
other means of transport, have been, and continue to be safety, speed and economy. On
top of all this, as every day passes, its environmental impact is minimum, if not zero. In
the case of the railway, one of the determining factors behind its development was the
type of track used, either because of its gauge or the materials used in its construction.
At the start, these were made of cast iron, but they turned out to be lacking in safety as
they easily broke due to their fragility. Towards the end of the 19 th century steel began
to be used as it was a less fragile and much stronger material. Nowadays, plate track is
a key element in the development of High Speed trains making wooden sleepers a thing
of the past. The rubber track mountings which are currently used to support the tracks
have led to enormous reductions in vibration and noise both in the track and the rolling
stock. Moreover, each country had a different track gauge due to strategic reasons of
commerce and defence. Today’s global markets leave no other option but to standardise
track gauges or failing that, to produce rolling stock that can be adapted to the different
gauges quickly and automatically.
ACKNOWLEDMENT
result of hard work and blessings of GOD. During this period I was guided,
family members.
The first person I would like to thanks Er. S S Matharu (HOD EEE)
I owe my thanks to Dr. Anoop Beri (Principal CTIT) and all the
Faculty members and friends for all the necessary infrastructural and
moral support.
chaudhary & Tarnpreet singh talwar to motivation for their kind and
blessings.
SANJEET KUMAR
TABLE OF CONTENTS
Contents Page
No.
Candidate’s Declaration…………………………………………………………………. i
Abstract………………………………………………………………………………….. .ii
Acknowledgement………………………………………………………………………...iii
Table of Contents…………………………………………………………………………iv
List of Figures……………………………………………………………………………..v
Abbreviations ……………………………………………………………………………..vi
Chapter 1: INTRODUCTION………………………………………………………......1
1.1 TRACTION SYSTEMS…………………………………………………..2
REFERENCES………………………………………………………...…19
Fig.7 pantograph……………………………………………………………………12
Fig.8 circuit breaker……………………………………………………………..….13
Fig.9 online tap changer…………………………………………………………….13
Fig.10 Transformer……………………………………………………………..……14
Fig.11 Rectifier………………………………………………………..…………….15
Fig.12 smoothing choke……………………………………………………..……...15
DC Direct current
AC Alternating current
OH Overhead
Hz Hertz
Km Kilo meter
Electrical Traction
CHAPTER-1
Introduction
electric traction is meant locomotion in which the driving (or tractive) force is obtained
from electric motors. It is used in electric trains, tramcars, trolley buses and diesel-
electric vehicles etc. Electric traction has many advantages as compared to other non-
electrical systems of traction includ-ing steam traction.
Broadly speaking, all traction systems may be classified into two categories :
They do not involve the use of electrical energy at any stage. Examples are : steam
engine drive used in railways and internal-combustion-engine drive used for road
transport.
Fig.1 The above picture shows a diesel train engine. These engines are
now being rapidly replaced by electric engines
(b)electric traction systems
They involve the use of electric energy at some stage or the other. They may be
further sub-divided into two groups :
Second group consists of vehicles which receive electric power from a distribution
network fed at suitable points from either central power stations or suitably-spaced sub-
stations. Examples are :
2. railway electric locomotive fed from overhead ac supply and tramways and
trolly buses supplied with dc supply.
Though losing ground gradually due to various reasons, steam locomotive is still
the most widely-adopted means of propulsion for railway work. Invariably, the
reciprocating engine is employed because
1. it is inherently simple.
3. it is available for hauling work for about 60% of its working days, the
remaining 40% being spent in preparing for service, in maintenance and
overhaul.
1.3 Diesel-electric Drive
It is a self-contained motive power unit which employs a diesel engine for direct
drive of a dc generator. This generator supplies current to traction motors which are
geared to the driving axles.
In India, diesel locomotives were introduced in 1945 for shunting service on broad-
guage (BG) sections and in 1956 for high-speed main-line operations on metre-guage
(MG) sections. It was only in 1958 that Indian Railways went in for extensive main-
line dieselisation.*
1.4 Disadvantages
1. for same power, diesel-electric locomotive is costlier than either the steam or
electric loco-motive.
Special-purpose vehicles
Special-purpose vehicles come in a wide range of types, ranging from relatively
common ones such as golf carts, things like electric golf trolleys, milk floats, all-terrain
vehicles, neighborhood electric vehicles, and a wide range of other devices. Certain
manufacturers specialize in electric-powered "in plant" work machines.
The Diesel Locomotive Works at Varanasi turns out 140 locomotives of 2700 hp (2015
kW) annually. Soon it will be producing new generation diesel engines of 4000 hp
(2985 kW).
2.1 advantages of electric traction
1. Cleanliness. Since it does not produce any smoke or corrosive fumes, electric
traction is most suited for underground and tube railways. Also, it causes no damage to
the buildings and other apparatus due to the absence of smoke and flue gases.
4. High Starting Torque. The motors used in electric traction have a very high
starting torque. Hence, it is possible to achieve higher accelerations of 1.5 to 2.5 km/h/s
as against 0.6 to 0.8 km/h/s in steam traction. As a result, we are able to get the
following additional advantages:
(iii) because of (i) and (ii) above, less terminal space is required—a factor of great
importance in urban areas.
(i) about 80% of the energy taken from the supply during ascent is returned to it
during descent.
(iii) since mechanical brakes are used to a very small extent, maintenance of brake
shoes, wheels, tyres and track rails is considerably reduced because of less wear
and tear.
6. Saving in High Grade Coal. Steam locomotives use costly high-grade coal
which is not so abundant. But electric locomotives can be fed either from hydroelectric
stations or pit-head thermal power stations which use cheap low-grade coal. In this
way, high-grade coal can be saved for metal-lurgical purposes.
1. The most vital factor against electric traction is the initial high cost of laying out
overhead electric supply system. Unless the traffic to be handled is heavy, electric
traction becomes uneco-nomical.
2. Power failure for few minutes can cause traffic dislocation for hours.
3. Communication lines which usually run parallel to the power supply lines suffer
from elec-trical interference. Hence, these communication lines have either to be
removed away from the rail track or else underground cables have to be used for the
purpose which makes the entire system still more expensive.
4. Electric traction can be used only on those routes which have been electrified.
Obviously, this restriction does not apply to steam traction.
The dc supply so obtained is fed via suitable contact system to the traction motors
which are either dc series motors for electric locomotive or compound motors for
tramway and trolley buses where regenerative braking is desired.
It may be noted that for heavy suburban service, low voltage dc system is
undoubtedly superior to 1-phase ac system due to the following reasons :
1. dc motors are better suited for frequent and rapid acceleration of heavy trains
than ac mo-tors.
2. dc train equipment is lighter, less costly and more efficient than similar ac
equipment.
3. when operating under similar service conditions, dc train consumes less energy
than a 1-phase ac train.
4. the conductor rail for dc distribution system is less costly, both initially and in
maintenance than the high-voltage overhead ac distribution system.
It uses 3-phase induction motors which work on a 3.3 kV, 16 2 Hz supply. Sub-
3
stations receive
power at a very high voltage from 3-phase transmission lines at the usual industrial
frequency of 50 Hz. This high voltage is stepped down to 3.3 kV by transformers
whereas frequency is reduced
Induction motors used in the system are quite simple and robust and give trouble-
free operation. They possess the merits of high efficiency and of operating as a
generator when driven at speeds above the synchronous speed. Hence, they have the
property of automatic regenerative braking during the descent on gradients. However, it
may be noted that despite all its advantages, this system has not found much favour and
has, in fact, become obsolete because of its certain inherent limita-tions given below :
Such a system incorporates good points of two systems while ignoring their bad
points. Two such composite systems presently in use are :
2. 1-phase to dc system.
Since voltage is high (25 kV), line current for a given traction demand is less.
Hence, cross-section of the overhead conductors is reduced. Since these small-sized
conductors are light, support-ing structures and foundations are also light and simple.
Of course, high voltage needs higher insula-tion which increases the cost of overhead
equipment (OHE) but the reduction in the size of conduc-tors has an overriding effect.
Since in the 25-kV system, line current is less, line voltage drop which is mainly
due to the resistance of the line is correspondingly less. It improves the voltage
regulation of the line which fact makes larger spacing of 50-80 km between sub-
stations possible as against 5-15 km with 1500 V dc system and 15-30 km with 3000 V
dc sysem. Since the required number of substations along the track is considerably
reduced, it leads to substantial saving in the capital expenditure on track electrifica-tion.
Larger spacing of substations leads to greater flexibility in the selection of site for
their proper location. These substations can be located near the national high-voltage
grid which, in our country, fortunately runs close to the main railway routes. The
substations are fed from this grid thereby saving the railway administration lot of
expenditure for erecting special transmission lines for their substations. On the other
hand, in view of closer spacing of dc substations and their far away location, railway
administration has to erect its own transmission lines for taking feed from the national
grid to the substations which consequently increases the initial cost of electrification.
4. Simplicity of Substation Design
In ac systems, the substations are simple in design and layout because they do not
have to install and maintain rotary converters or rectifiers as in dc systems. They only
consist of static transformers alongwith their associated switchgear and take their power
directly from the high-voltage national grid running over the length and breadth of our
country. Since such sub-stations are remotely con-trolled, they have few attending
personnel or even may be unattended.
The straight dc locomotive has a coefficient of adhesion of about 27% whereas its
value for ac rectifier locomotive is nearly 45%. For this reason, a lighter ac locomotive
can haul the same load as a heavier straight dc locomotive. Consequently, ac
locomotives are capable of achieving higher speeds in coping with heavier traffic.
1. OH contact wire
2. pantograph
3. circuit breakers
4. on-load tap-changers
5. transformer
6. rectifier
7. smoothing choke
8. dc traction motors.
25 kV Single Phase is the most preferred and universally accepted voltage standard for
overhead traction system. Looking for any other voltage system, means every things
has got to be developed namely traction power supply system, Over Head Equipment,
vehicle traction system etc. In order to increase OHE voltage. 2×25 kV system is
developed so that at vehicle level, the voltage remains 25 kV. Some Railways have
preferred for 50 kV system but the same is limited to heavy haul dedicated rail system
in which the locomotive also remains confined in that territory only. There are not
many suppliers of this traction system. Dedicated freight Corridor project in India
thought meant for heavy haul, but the locomotive has to work in DFC and IR territory,
therefore, 2x25kV power supply system is chosen.
25 kV Traction power system was designed, developed and demonstrated all over
world by SNCF. Indian while completing electrification of HWH-Bardwan
section of Eastern Railway decided to adopt 25 kV system in collaboration with SNCF
and converted 3000V DC just when it was completed into 25 kV instead running it at
3000 V DC. The rolling stock procured from abroad was diverted for Mumbai Sub-
urban system and used after conversion from 3000V DC into 1500 V DC.
132 kV/220 kV 3 phase supply is taken from State Utility and two phase (say U-V)are
dropped at Traction Sub-station and for the purpose of load balancing V-W, VW and
W-U phase are dropped at subsequent TSSs. There are mainly five types of power
supply arrangement so far prevailing over
4.1.2 pantograph
A pantograph (Greek roots παντ- "all, every" and γραφ- "to write", from their original
use for copying writing) is a mechanical linkage connected in a manner based
on parallelograms so that the movement of one pen, in tracing an image, produces
identical movements in a second pen. If a line drawing is traced by the first point, an
identical, enlarged, or miniaturized copy will be drawn by a pen fixed to the other.
Using the same principle, different kinds of pantographs are used for other forms of
duplication in areas such as sculpture, minting, engraving and milling.
Fig.7 pantograph
Because of the shape of the original device, a pantograph also refers to a kind of
structure that can compress or extend like an accordion, forming a
characteristic rhomboidal pattern. This can be found in extension arms for wall-
mounted mirrors, temporary fences, scissor lifts, and other scissor mechanisms such as
the pantograph used on electric locomotives and trams.
Since the invention of the first constant potential transformer in 1885, transformers
have become essential for the transmission, distribution, and utilization of alternating
current electrical energy. A wide range of transformer designs is encountered in
electronic and electric power applications. Transformers range in size
from RF transformers less than a cubic centimeter in volume to units interconnecting
the power gridweighing hundreds of tons.
4.1.5 Rectifier
A rectifier is an electrical device that converts alternating current (AC), which
periodically reverses direction, to direct current (DC), which flows in only one
direction. The process is known as rectification. Physically, rectifiers take a number of
forms, includingvacuum tube diodes, mercury-arc valves, copper and selenium oxide
rectifiers, semiconductor diodes, silicon-controlled rectifiers and other silicon-based
Fig.11 Rectifier
semiconductor switches. Historically, even synchronous electromechanical switches
and motors have been used. Early radio receivers, called crystal radios, used a "cat's
whisker" of fine wire pressing on a crystal of galena (lead sulfide) to serve as a point-
contact rectifier or "crystal detector".
Rectifiers have many uses, but are often found serving as components of DC power
supplies and high-voltage direct current power transmission systems. Rectification may
serve in roles other than to generate direct current for use as a source of power. As
noted,detectors of radio signals serve as rectifiers. In gas heating systems flame
rectification is used to detect presence of a flame.
Because of the alternating nature of the input AC sine wave, the process of rectification
alone produces a DC current that, though unidirectional, consists of pulses of current.
Many applications of rectifiers, such as power supplies for radio, television and
computer equipment, require a steady constant DC current (as would be produced by
a battery). In these applications the output of the rectifier is smoothed by an electronic
filter (usually a capacitor) to produce a steady current.
More complex circuitry that performs the opposite function, converting DC to AC, is
called an inverter
4.1.6 smoothing choke
Smoothing choke. In the load system of each rectifying system the output voltage is the
sum of two components: constant and varying. In order to reduce the pulsation, which
are usually unfavourable for the receiver, a rectifying filter is connected between the
rectifier output and the load.
Obviously, for lack of space, a whole range of issues have been left undealt with, but
they
are of no less importance: maximum starting efforts and couplings, load capacity and
inservice
power, the influence of the vehicles’ lateral and vertical dynamics, generation
systems, energy transport and capture, pantographs and floaters, service automation and
traction control, regenerative brakes and energy recovery systems, and a long etcetera.
As a final conclusion, the most current areas of progress in research, development and
innovation and their future prospects are mainly directed towards achieving a railway
that
is better adapted to the new global needs of mobility, sustainability and respect for the
environment:
b. Traction control and service automation systems, regenerative braking and energy
storage systems, reversible electrical supply sub-stations and rail traffic management.
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