Epgt

Download as pdf or txt
Download as pdf or txt
You are on page 1of 43

Transmission

System in
Indian Railways
• Started in 1853 from Mumbai to Thane.
• Fourth largest Railway network in the
Indian World.
• Largest means of transportation in India.
Railways • Started with steam engines and coal as fuel.
• Petroleum powered engines are used
instead of steam engines nowadays.
• Started in 1952
• Free from pollution as it is powered by electricity.
• Faster response than earlier engines.
• Energy efficient due to Regenerative Breaking
System.
Electrification • Works on 1.5kv DC around Bombay.
of Indian • Works on 25kv 50Hz AC supply in India.
Railways
• 27999km was electrified by 31 March 2016(which of
42.42% of total railway networks in India)
• 52247km are now electrified in India.
• 51.2% of passenger traffic and 65.02% of freight
traffic is now operated by electric traction.
• Transformer:
➢Step down Transformer is normally used to
convert the Extra High Voltage level from
220kv-132kv to a working voltage level of 25kv.
Major ➢Capacity is normally 15MVA – 32.5MVA.

Equipments • Circuit Breaker:


➢It is a switch which automatically under faulty
of conditions such as overload or short circuit to

Electrical
protect an electrical circuit damage.
➢Rated capacity 750A at 25kv. Rupturing
Substation Capacity of 500MVA.
• Interrupter:
➢It is a non-automatic type of circuit breaker.
➢Used in certain locations of 25kv 50Hz AC
Single Phase Traction System.
Traction
Substation
• It is basically an electric
substation.
• Receives 220kv – 132kv from
Generating Stations via Extra
High Voltage(EHV) lines by
Supply Authorities.
• Converts to 25kv AC supply by
means of Traction
Transformers.
• Further it supplies to the
Switching Substations.
• It is controlled by Indian
Railways.
• Used to parallel overhead equipments.
• Also in emergencies to bifurcate and quickly
Switching isolate the faulty section through remote control
operation(TPC- Traction Power Controller).
Substation • Interrupters to carry out the switching
operations.
• Potential Transformers for line indication.
• Auxiliary Transformers for power supply at the
switching station.
• Lightning Arrester for the protection of each
subsector of the overhead equipments.
• Further supplies to Feeding Post.
Feeding Post

• Supplies the OHE on one side of


the feeding post through
interrupters controlling supply to
individual lines.
• For two-track line there will be
four interrupters at each feeding
post.
• The feeding post is kept at the
rail level of the nearest siding
track.
OVERHEAD SYSTEM
Overhead Equipment (OHE)
means the electrical conductors
over the track together with their
associated fittings, insulators
and other attachments by means
of which they are suspended and
registered in position. All
overhead electrical equipment,
distribution lines, transmission
lines, and feeder may be
collectively referred to as
overhead lines.
CANTILIVER SYSTEM:It is an Insulated type structural member,
comprising of different sizes of steel tubes, to support and to keep the
overhead catenary system in position so as to facilitate current collection
by the pantograph at all speed without infringing the structural
members. It consists of the following structural members.
i) STAY TUBE: It comprises of dia. 28.4/33.7 mm (Small) size tube and an
adjuster at the end to keep the bracket tube in position. It is insulated
from mast by stay arm insulator.
ii) BRACKET TUBE: It comprises of dia. 40/49 mm (large) or dia. 30/38
mm (standard) bracket tube and Insulated by bracket insulator. Catenary
is supported from this member by catenary suspension bracket and
catenary suspension clamp.
iii) REGISTER ARM : It comprises of dia. 28.4 x 33.7 mm tube to register
the contact wire in the desired position with the help of steady arm.
iv) STEADY TUBE : It is 32 x 31 mm BFB section made of aluminium alloy
to register the contact wire to the required stagger and to take the push
up of contact wire. It is always in tension.
MASTS:rigidly fixed in vertical position to support the overhead
equipment with cantilever assembly
DROPPER:A fitting used in overhead equipment construction for
supporting the contact wire from catenary.
• JUMPERS:A conductor or an arrangement of conductors for electrical
continuity not under tension, which forms electrical connection between
two conductors or equipments.
• INSULATORS : Insulators are the elements of transmission system which
provide necessary insulation between line conductors and supports and
hence, prevent any leakage current from the conductors to the earth .
The line conductors in the overhead transmission lines should be
supported on the poles or towers in such a way that the current from
the conductors do not flow to the earth through the supports which
means the line conductors must be properly insulated from the
supports. This is achieved by using the insulators between the line
support and conductors.
• RETURN CONDUCTORS:The return conductor is connected to the
running rail at intervals to parallel the return cable and rails. The effect
of this arrangement is to reduce the noise levels in the communications
cable and ensure the voltages remain at a safe level.
• AUTOMATIC WEIGHT TENSIONING SYSTEM:Auto Tensioning Device is
one of the critical component of the Overhead contact lines of the
Railways. It serves both as a termination as well as provides a
mechanism for the automatic tensioning of the contact lines.
Tensioning is needed on the contact lines due to the variation in the
lengths of the contact lines (contact lines are primarily made from copper
based alloys which are prone to expansion and contractions)due to
variation in atmospheric temperatures.
CATERNARY SYSTEM
A system of overhead wires used to supply electricity to a locomotive, streetcar, or light
rail vehicle which is equipped with a pantograph.

Types of catenary construction:


1) SINGLE CATENARY CONSTRUCTION
2) COMPOUND CATENARY CONSTRUCTION
3) STITCHED/MODIFIED Y SIMPLE CATENARY
4) MODIFIED Y COMPOUND CATENARY
SINGLE CATENARY SYSTEM
COMPOUND CATENARY SYSTEM
Y STICHED CATERNARY SYSTEM

• A y-stitch wire is used to designate a connecting element inserted between


the catenary wire and the contact wire.
Effect of speed on selection of catenaries OHE
• The effect of train speed on the current collection by the pantograph will be understood
when the behaviour of OHE under the passage of pantograph is followed.
• The pan of pantograph along the overhead wire pushes it up by a certain amount of So that
the contact wire after the passage of pantograph, suddenly sags and starts vibrating vertically
due to elasticity of the system.
• When speed exceeds 120 kmph, a contact break phenomenon is likely occur in between
overhead wire and pantograph having simple catenary.
• To have satisfactory current collection at various speeds, various modifications in catenary
construction of OHE are carried out.
o For speeds up to 100 kmph: Simple Catenary construction (for employing regulation of
mechanical tension).
o For speeds up to 120 kmph: Simple Catenary o For speeds up to 160 kmph: Modified Y Simple
system.
o For speeds beyond 160 kmph: Modified Y Compound system.
o For speed up to 200 kmph: modified Y compound system, continuous mesh catenary or
composed compound system
PANTOGRAPH

• Pantograph is one of the most important equipment used


in electrical traction (Electrical trains). It is used in electrical
trains to collect current from the overhead lines. It is
popularly known as the current collector. Pantograph is used
for charging the battery trains in the charging stations.

• TYPES OF PANTOGRAPH
• 1)Three-phase pantographs
• 2) Single-arm Pantograph
• 3) Double arm Pantograph
DC TRACTION
DC traction units use direct current drawn from conductor rail or an overhead line.
• The choice of selecting DC electrification system encompasses many advantages,
such as space and weight considerations, rapid acceleration and braking of DC
electric motors, less cost compared to AC systems, less energy consumption and so
on.
• This type of DC supply is supplied to the vehicle through two different ways:
• 3rd and 4 the rail system operate at low voltages (600-1200V)
• Overhead rail systems use high voltages (1500-3000V)
The supply systems of DC electrification include;
• 300-500V supply for the special systems like battery systems.
• 600-1200V for urban railways like tramways and light metro trains.
• 1500-3000V for suburban and mainline services like light metros and heavy metro
trains.
AC ELECTRIFICATION SYSTEM( 25KV AC SYSTEM)

Before going through the AC system, we should know why we should use it

Drawbacks of dc system:
DC systems (especially third rail systems) are limited to relatively low voltages, and this can limit the size and
speed of trains and cannot use the low-level platform and limit the amount of air-conditioning that the trains
can provide. This may be a factor favoring overhead wires and high voltage AC, even for urban usage. In
practice, the top speed of trains on third-rail systems is limited to 100 mph (160 km/h) because, above that
speed, reliable contact between the shoe and the rail cannot be maintained. The DC system is quite simple, but
it requires thick cables and short distances between feeder stations because of the high currents required.
There are also significant resistive losses. The DC electrification is usually done in short distances such as
between two suburban station because there is a power loss (DC loads don’t have maximum power transfer)
but in the express or intercity trains AC OHE is preferred.
• Alternating current system:
• In the ac system we use 25kv as the standard voltage and not more or less than 25kv voltage

• Reasons to choose 25 KV:


• instead of 240/415V is that for less voltage like 240V or 415V, flowing current increase to dangerously high value and conductor/Line could be
burnt out. With 25KV losses will reduce and a small diameter of the conductor will be needed.
• Reason to choose 25KV :
• instead of HT supply (like 132KV) is that due to HV surrounding air of conductor going to ionized (Corona effect) and consequently current can
pass through locomotive itself. So if you are going to choose HV supply then clearance between line and locomotive should be more but as you
understand, spacing between line and locomotive has mechanical boundaries and limits.
• Advantages of ac system:
1)HIGH VOLTAGE As the voltage increases, the current flow get decreases. Since the size of the conductor will be reduced. Here in the
below figure, we can see that the cross-section of the conductor gets reduced, as the voltage increase. Therefore, the lesser cross-
section of the conductor causes less cost of a conductor as well as Catenary wires.

2)REDUCTION IN LOSSES As the current flow decreases, the ohmic losses (I2 * R) get decreases. Refer the formula…That, the square of
the current flow through the conductor is directly proportional to the ohmic losses. Therefore, by reducing the size of the current flow
through the conductor we can reduce the power losses.
3)FREE FROM NEUTRAL VOLTAGE in AC voltage distribution, the neutral wire is used as simply current return path, therefore it does
not have any potential as DC negative has.
4) REDUCTION IN STRAY CURRENT :
Stray current is the current which flows to buildings, ground, or equipment due to electrical supply system imbalances or wiring
flaws. Higher flow is of stray current causes corrosive on the metal structure. As we increase the voltage the net stray current flow
can be reduced.
5)VOLTAGE REGULATION IMPROVEMENT :
Due to less line voltage drop (IR), the line voltage regulation can be improved.
6)LESS CONVERSATION COST:
Fixed AC can be converted into variable AC with the help of VFDs. So that the VFDs can be placed at the locomotive itself.
Therefore, any other conversion solid-state equipment does not require.
7)AVAILABILITY AC:
voltage is universally available so we can change any voltage level with the help of AC transformers. But In case DC needs Special
conversion equipment. To take advantage of high voltage distribution, generally, railway locomotives are used 25kV AC voltage
distribution
• Principle operation of a 3 phase drives
VFD(Variable Frequency Drive) is a power electronic
device is used to have control over frequency and
voltage
Working:
Initially, any n phase ac voltage is given to the input of
VFD where rectifiers are connected. Now ac is
rectified into dc and filtered by capacitor branch
connected parallelly. Now the filtered dc is given to
the inverter circuit which then converts dc into m
phase ac (for 3 phase induction motor 3 phase ac
output is generated by VFD) and given to the motor
Understanding of 25kv traction system
• Block diagram
Auxiliary
system (1)
Grid Traction 3phase
substation substation
Traction system
2phase

3P
Traction 25kv(l-l) VVVF DRIVE INDUCTION
system Step down MOTOR
transformer

FEEDBACK
Auxiliary
system(2)
• 132 kV is supplied from grid substation and traction substation step-downs the voltage form 132 kV(l-l) to 25kv(l-l)
• Obtained 25kv is then utilized for an auxiliary system that is for lightning purposes, maintenance, etc, and another part
is used for traction system where this voltage is provided to overhead contact wire
• Now this 25kv is again stepped down to lower voltage since the induction motor operates at low voltage compared to
25Kv
• This obtained voltage is now fed to the variable frequency drive which consists of a rectifier and inverter circuit.
• Obtained output from VFD is now given to the 3p induction motor and a feedback network is connected to VFD from
motor
• Feedback is utilized for controlling the speed of the induction motor by comparing the required speed with the desired
speed and thereby developing the required frequency and voltage to control the speed and maintain constant flux
throughout the machine.
1×25 kV traction
system
• Conventional system :
• Conventional system is where the train runs in
between overhead line and rails where rails
are utilized as the ground for ac supply.
• Since the train runs in between lines and rails
there is a formation of the magnetic field in
between lines and rails causing a resulting
magnetic field which then interferes with the
electronic equipment like various
communication cables, COM equipment,
signal equipment, etc, present in the train
engine.
• To overcome this problem, we use two methods in which
we decrease the distance between contact wire and rail by
introducing a new ground wire near to the contact wire
such that magnetic field interference is reduced to a
smaller distance
• Methods:
• 1) Return conductor method
* In this method, we introduce a new wire which is running
parallel with the overhead contact wire and the same wire is
shorted with rail and connected to ground
* In this method, we can achieve very less magnetic
interference since a small amount of the current still flows
through the rails, and most current flows through the return
conductor system.
• 2) Booster transformer method
• In this method return conductor system is used with a booster
transformer.
• Booster transformer is connected in between contact wire and
return conductor and is connected after every some kilometers.
• Winding ratio of this transformer is 1:1 so that if current (I)
amperes is flowing through the contact wire or primary winding
of the transformer then the other winding of the transformer
demands the same amount of the current (I) in order to
maintain power constant.
• So, this method is the most efficient method for removing
magnetic interference.
2×25 kV traction system
• 2×25 kV traction system is an improved version of the 1×25 kV traction system where here we use 50kv line to line voltage supply.
• Here we make use of auto transformer due to its property of maintaining constant flux in the system thus distributing the current equally through
windings
• Current distribution in an Auto Transformer
• Let V1 and V2 are the terminal voltages of the primary and secondary windings of autotransformers with a turn ratio of n1 and
n2 respectively and the induced emf are e1 and e2 with a current of i1 and i2. Then

• But i1 = I1 and i2 = I1-I2 and also n1 = n2, then we get i1 = I1 and i2 = I1 hence current in the series winding is equal and
opposite to common winding and therefore no current flows through mid point or rail in the section.
• Here 2 phase 50kv supply voltage is used, and we get this by any of
the 2 phases from 3 phase supply(R, Y, B)
• But in this method, we find a lot of load unbalancing conditions due to
which this method is not utilized instead we utilize Scott connection
method of converting 3 phase to 2 phase supply to remove load
unbalancing condition

Advantages of 2×25 ac traction system:


1)Improved voltage regulation and reduced transmission losses due
to a decrease in voltage drop compared to the conventional system.
2)Increased traction substation spacing.
3)Improved load factor as the number of trains fed per feeding post
is more.
• Three-Phase Induction Motor: The induction motor
is popularly known as the asynchronous motor.
The speed of the motor depends on the slip of
the rotor. The torque is high at starting this is
the main advantage of the induction motor. The
construction of an induction motor is simple
and robust. There is a difficulty of using the
motor in traction due to speed changes to
prevent this type of problem, the rod is attached
to the motors to decrease the possibility of
speed change during running in the train. The
induction motor has good efficiency due to the
near synchronous speed, but due to low speed,
the rotor losses are high and due to high slip
which may affect the efficiency. To obtain the
higher efficiency at the lower speed the motor
itself will be brought to the lower speed
operation using the variable frequency method.
Regenerative breaking

• Its is a type of electrical breaking which is used


in traction system where 3 phase induction
motor acts as a generator and provide current
to the supply
• This method is mostly used to stop the trains at
high speeds.
PROBLEMS RELATED WITH TRACTION SYSTEM
• Load Unbalancing
o Conventional power system is a single-phase or three-phase system, but a traction system is a two-phase system. This use of
two from three-phase systems causes unbalance in the three-phase network. The result of this unbalance is the generation
of negative phase sequence components besides positive phase sequence components which is harmful to the power system
as well as the traction system. The control of the load balancer may be based on the component of the current through them
is controlled by the simple fact that three line-to-line voltages have the same thyristor valves, giving apparent variable
impedance., this means that the different phase sequence components are derived, and it will acts to nullify the negative
one.
• Power Quality issues Issues
o Power quality phenomenon related to traction system is voltage fluctuation, voltage and current distortion, voltage sag,
harmonics, reactive power, and lower power factor. There is uncertainty in the arrival and departure of the locomotive load
at the traction substation. I suppose at a time many locos arrive then there is overloading, and this causes voltage drop and
dips in voltage which in turn degrades voltage profile as power demand depends on loco traffic. Starting, acceleration and
deceleration also cause an effect the voltage profile. Due to this relay actuates even though there is no fault. The Loco
subsystem consists of a converter that creates harmonics which also contributes to the degradation of the voltage profile.
Because of this problem traction motor draws a large amount of current and actuates relay without any fault in the the
traction system
• COMPENSATION:
• To reduce the tariff it is required to reduce the losses and improve system performance. The compensation scheme can be used to
overcome problems in traction systems which are listed above but it should have lower cost and higher efficiency. Voltage support is
essential to reduce voltage fluctuation at a given terminal of a line. The advantage of reactive power compensation in transmission
systems is that it improves the stability of the ac system by increasing the capacity of maximum active power that can be transmitted

A. Use of FACTS Devices Flexible AC Transmission Systems (FACTS), uses power electronic devices that are widely used for mitigation of
harmonics and sag which will, in turn, improve the quality of power and enhance the traction system reliability. The railway is one of the
major loads on the grid. There it is necessary to control the harmonics and voltage fluctuation FACTS devices provide better control of
reactive power, and power factors and improve the reliability of existing installations. As the length of the line increases line losses also
increase and the need for FACTS also gets important. The FACTS devices can be switched or controlled by shunt compensation, or series
compensation. These devices are fast current, voltage, or impedance controllers.
• 1) Static VAR Compensator (SVC)
• Static VAR Compensator (SVC) is a shunted connected FACTS device that gives tight
control of reactive power either by absorbing or injecting reactive power to maintain
voltage level. SVC consists of Thyristor Controlled Reactor(TCR), Thyristor Switch
Capacitor (TSC), and a mechanically switch capacitor or inductor harmonic filter.

• Advantages of SVC in traction system:


o SVC has the capability of not only compensating the NSC but also reactive power.
o To improve voltage profile when one of two feeder station trips and two sections have
to be fed from the single station this not only degrades the traction efficiency and
performance.
o To maintain a power factor, close to unity
• STATCOM
• A STATCOM is a shunt device similar to SVC
but it consists of a voltage source converter
(VSC) and a coupling transformer, connected
in the shunt with the AC system. STATCOM is
used to improve the system stability by
reducing losses and reactive power
compensation Compared with SVC, STATCOM
has advantages such as fast speed, gat
loading rate high work efficiency, and small
output harmonic content. STATCOM is
frequently used for the mitigation of voltage
flicker. STATCOM reduces the voltage flicker
to the factor, negative phase sequence
compensation, and improves power factor.
Dynamic voltage Regulator
• DVR is implemented as a voltage source
inverter which injects 3-phase voltage
into the grid in order to keep load side
voltage within prescribed limits. Normally,
DVRs are installed in the distribution
system between the power supply and a
critical load feeder at a point of common
coupling (PCC) DVR is most widely used
series compensation with voltage source
to improve voltage sag. DVR boosted the
voltage and injects at required phase
angle with respect to line voltage. DVR
not only compensate line resistance but
also reactance by injecting active and
reactive power into system.
Railway Power Conditioner
• Power quality phenomenon related with
traction system is voltage fluctuation, voltage
and current distortion, voltage sag, harmonics,
reactive power etc. There is uncertainty in
Railway power conditioner is intentionally used
to compensate the negative power
component. It consists of back to back
converter with a dc link It is able to
compensate the reactive power as well as
harmonics.
Applications and Solutions
• The RPC interchanges effective power at the
teaser and the main phase and carries out
reactive power compensation. Further, it
equalizes effective power of windings at each
phase of the Scott-connection transformer by
rendering reactive power to zero. In so doing, it
improves voltage fluctuation and three-phase
current imbalance of the receiving power
system.
ADVANTAGES OF ELECTRIC TRACTION

• Cleanliness
• Maintenance Cost
• Starting Time
• High Starting Torque
• Braking
• Saving high grade coal
• Lower Center of gravity
• Absence of Unbalanced Forces
• DISADVANTAGES OF ELECTRIC TRACTION

• 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
uneconomical.
• 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
electrical 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.
Railway
Electrification
RECENT TRENDS OF ELECTRIFICATION IN INDIAN
RAILWAYS:
On 12th September 2018 the union cabinet approved the
proposal for the complete electrification of Indian Railways
in the next four years i.e. by 2020, reducing dependence on
imported fossil fuel and saving revenue for the national
carrier. The move will cost the government 12,134 crore
rupees. Despite ministerial, operational hurdles faced by the
railways in the electrification program, up to March 2016,
only 35.32% of the route, which is 23,555 kilometers of the
total network. This network carries 64.80% of the freight
network and 51.30% of passenger network. The passenger
traffic accounts for only 38.70% of the total traction cost of
the Indian Railways. In order to provide a boost to
electrification, Indian Railways has embarked on ambitious
plan to electrify 38,000 kilometers, which will be carried out
in a phased manner as follows:

You might also like