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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.
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
• 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
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
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.
• 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