Utilization of Electrical Energy
SUBJECT CODE: EE402
Department of Electrical and Electronics Engineering
National Institute of Technology Puducherry, Karaikal-
609 609
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Unit 4
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Electric Traction
Introduction
A system which causes the propulsion of vehicle in which tractive or driving force
is obtained from various devices such as diesel engine drives, steam engine drives,
electric motors, etc. is called as traction system.
The traction system can be classified as non-electric and electric traction
systems.
Non-electric traction system
A traction system that doesn’t use electrical energy for the movement of vehicle at
any stage is referred as non-electric traction system.
Examples are : steam engine drive used in railways and internal-combustion-
engine drive used for road transport.
•Steam until
•mid 1950’s
Electric Traction
Introduction
Electric traction system
Electric traction involves the use of electricity at some stage or all the stages of
locomotive movement.
This system includes straight electrical drive, diesel electric drive and battery
operated electric drive vehicles.
•Types of Locomotives
• Steam
• Diesel-Electric
• Electric
• Hybrid
Electric Traction
Advantages
Clean and pollution free
Starting torque is high
Speed control is simple
Braking is simple and efficient
By regenerative braking can be pumped back into the supply and saving the
electric energy
Less maintenance than steam locomotive
Put into service immediately
Electric Traction
Advantages
The coefficient of adhesion is high (coefficient of adhesion = the ratio of the tangential
friction force between wheel and rail rollers and normal force i.e, the ratio of the tractive
effort (Ft) to propel the wheel of a locomotive to its adhesive weight (W)).
Center of gravity is lower than steam locomotive. Hence it runs faster at curved routes
Saving high grade of coal and diesel
Disadvantages
High capital cost in erecting overhead supply
Power failure for few minutes can cause dislocation of traffic for hours
Communication lines gets interference
Electric Traction
Requirements of an ideal traction system
The coefficient of adhesion should be high
It should be possible to overload the equipment for short period
The wear caused on the brake shoes, wheel and the track should be minimum
It should be possible to use regenerative braking
The locomotive or train should be self contained so that it can run on any route
It should be pollution free
Electric Traction
Supply Systems of Electric Traction
Direct current system—600 V, 750 V, 1500 V, 3000 V
Single-phase ac system—15-25 kV, 16 23, 25 and 50 Hz
Three-phase ac system—3000-3500 V at 16 2 3 Hz
Composite system—involving conversion of single-phase ac into 3-phase ac or dc
Electric Traction
Components of AC locomotive
Electric Traction
Components of AC locomotive
Pantograph
The main function of pantograph is to maintain link between overhead conductor
and power circuit of locomotive at different speeds of the vehicle under all wind
conditions. It collects the current from overhead conductor and supplies to rest
circuit.
Circuit Breaker
It protects the power circuit in the event of any fault by isolating it from the
supply. It also isolates the circuit during maintenance.
Electric Traction
Components of AC locomotive
Transformer
It receives the high voltage from overhead conductor via pantograph and circuit
breaker and then step-down the voltage to desired level required by the rest
circuit.
Rectifier
It converts a low voltage AC supply from the secondary of transformer to a DC
supply.
Electric Traction
Components of AC locomotive
DC Link
It connects the rectifier and inverter circuits. It consists of filter arrangement
(capacitor and inductor arrangement) that filters the output from rectifier (by
removing the harmonics form it) and then supplies it to the inverter.
Main Inverter
It converts the DC power to three phase AC power in order to drive three phase AC
motors.
Axle Brush
It acts as a return path for the supply. Once the power is drawn to the locomotive
from overhead system, the current complete its path through axle brush and one of
running tacks.
Electric Traction
Components of AC locomotive
Auxiliary Inverter
This inverter supplies the power to other parts in the locomotive unit including
fans, motor blowers, compressors, etc.
Battery
It supplies the necessary starting current and also power up the essential circuits
such as emergency lighting.
Compressor
It maintains the cooling/heating requirement in the locomotive unit.
Electric Traction
Components of AC locomotive
Cooling Fans
These fans maintain the necessary cooling for the power circuits. Modern
locomotive systems use electronically controlled air management systems to keep
the desired temperature.
Electric Traction
Supply Systems of Electric Traction
Direct current system—600 V, 750 V, 1500 V, 3000 V
In this traction system, electrical motors operates on DC supply to produce
necessary movement of the vehicle.
Mostly DC series motors are used in this system.
For trolley buses and tramways, DC compound motors are used where
regenerative braking is required.
The various operating voltages of DC traction system include 600V, 750 V,
1500V and 3000V.
DC supply at 600-750V is universally employed for tramways and light metros
in urban areas and for many suburban areas. This supply is obtained from a
third rail or conductor rail, which involves very large currents.
DC supply at 1500- 3000 is used for main line services such as light and heavy
metros. This supply is drawn mostly from an overhead line system that
involves small currents.
Electric Traction
Supply Systems of Electric Traction
In both cases, only one conductor or rail is required to supply power to locomotive
while track rails are used as return conductors in majority of cases.
Both these supply voltages are fed from substations which are located 3-5 KM for
suburban services and 40 to 50KMs for main line services. These substations
receive power (typically, 110/132 KV, 3 phase) from electric power grids.
This three phase high voltage is stepped-down and converted into single phase low
voltage using scott-connected three phase transformers.
This single phase low voltage is then converted into DC voltage using suitable
converters or rectifier such as power electronic converter, rotary converters,
mercury arc converters, etc. The DC supply is then applied to the DC motor via
suitable contact system and additional circuitry.
Electric Traction
Supply Systems of Electric Traction
Single-phase ac system—15-25 kV, 16 23, 25 and 50 Hz
In this type of traction system, AC series motors are used to produce the
propulsion of vehicle. This system uses AC voltages from 15-25KV at a frequency
of 16.7 (i.e., 16 2/3) or 25 Hz. This low frequency leads to give better performance
and more efficient operation by the series motor.
This single phase supply is fed to the locomotive unit via a single overhead line
while track provides the return path.
The high voltages (15-25KV) obtained from overhead conductor are stepped down
to a suitable motor operating range (typically 300-400V range) using step-down
transformer carried by the locomotive unit itself.
The secondary tapping of this transformer offer variable voltage to AC series
motor for speed regulation.
Electric Traction
Supply Systems of Electric Traction
Single-phase ac system—15-25 kV, 16 23, 25 and 50 Hz
The low frequency operation of overhead line reduces the communication
interferences. Also, the reactance of the line is low at lower frequency and hence
the voltage drop in the line is reduced.
Because of this low line voltage drop, it is feasible to locate the substations at 50
to 80kms apart from each other. Therefore, this system is preferred for main line
services where cost of overhead system is not a much important factor and for
suburban services where rapid acceleration and retardation are not required.
Electric Traction
Supply Systems of Electric Traction
Three-phase ac system—3000-3500 V at 16 2/3 Hz
In this, three phase induction motors are used for the movement of locomotive.
This system normally works on 3000-3600V AC at a frequency either 16 2/3 or
normal supply frequency.
This system employs two overhead lines for two phases, whereas the track forms
third phase. These conductors are powered from substations which are rated at
higher voltages and they receive power from three-phase transmission lines.
The high voltages from transmission lines are stepped down to 3.3 KV (3000-3600
V) by transformers while the frequency is reduced by frequency converters
installed at substations.
The three phase induction motor used in this system has the following
characteristics; simple and robust construction, provision of regenerative braking
without additional equipment and high operating efficiency, better performance,
etc.
Electric Traction
Supply Systems of Electric Traction
Three-phase ac system—3000-3500 V at 16 2/3 Hz
However, these motors are suffer with some drawbacks such as high starting
current, low starting torque, complicated overhead structure, especially at
crossings and junctions and not suitable constant speed characteristics of
induction motor traction work.
These systems are adopted where high output power is required and also where
automatic regeneration braking is needed. However, these systems do not found
much favourable compared to other systems.
Electric Traction
Supply Systems of Electric Traction
Composite system—involving conversion of single-phase ac into 3-phase ac or dc
The above discussed methods have their own merits and demerits. Single phase
AC system has less distribution cost whereas DC system has excellent driving
capability by DC series motors and three phase system has automatic regenerative
braking capacity.
So by combining the advantages of AC/DC and single/three phase systems, the
overall performance of the traction system gives better result than individual
system and hence the evolution of composite system.
Basically composite systems are of two types, namely
Single phase to three phase system
Single phase to DC system
Electric Traction
Tractive effort
The effective force necessary to propel the train at the wheel of locomotive is
called tractive effort. It is measured in N.
Tractive effort for propulsion of train
Total tractive effort require to run a train on the track=Tractive effort required
for linear and angular acceleration ± Tractive effort required to overcome the
effort of gravity + Tractive effort to overcome the train resistance.
Tractive effort for acceleration
According to laws of dynamics,
Force=mass(kg)*Acceleration (m/s2)
Electric Traction
Tractive effort
Tractive effort for acceleration
N
msinθ mcosθ
m- Equivalent accelaration weight of train (kg) m
a-Acceleration (m/s2)
Tractive effort required to overcome the effort of gravity
When a train is on a slope, a force of gravity equal to the component of
the dead weight along the slope acts on the train and tends to cause its
motion down the gradient or slope.
Force due to gradient= ma N
Electric Traction
Tractive effort
Tractive effort required to overcome the effort of gravity
Force due to gradient= m sinθ*9.81 N
Tractive effort to overcome the train resistance
Train resistance
The friction at the various parts of the rolling stock
The friction between the track and wheel
Air resistance
Electric Traction
Tractive effort
Tractive effort to overcome the train resistance
The general equation for train resistance is given as,
K1, K2 and K3 are constants which depends on the type of train and track.
R is resistance in N
V-Speed in km/h
Tractive effort required to overcome the train resistance= Specific Train
Resistance * Mass
Electric Traction
TYPICAL SPEED/TIME CURVE
Typical speed/time curve
for electric trains operating
on passenger services is
shown in Fig.
It may be divided
into the following five parts:
Electric Traction
TYPICAL SPEED/TIME CURVE
Constant Acceleration Period (0 to t1)
It is also called notching-up or
starting period
During this period, starting
resistance of the motors is
gradually cut out so that the motor
current (and hence, tractive effort)
is maintained nearly constant
This produces constant acceleration
alternatively called ‘rheostatic
acceleration’ or ‘acceleration while
notching’.
Electric Traction
Acceleration on Speed Curve (t1 to t2)
TYPICAL SPEED/TIME CURVE
This acceleration commences after the
starting resistance has been all cutout
at point t1 and full supply voltage has
been applied to the motors.
During this period, the motor current
and torque decrease as train speed
increases. Hence, acceleration
gradually decreases till torque devel-
oped by motors exactly balances that
due to resistance to the train motion.
The shape of the portion AB of the
speed/time curve depends primarily on
the torque/speed characteristics of the
traction motors.
Electric Traction
TYPICAL SPEED/TIME CURVE
Free-running Period (t2 to t3 )
The train continues to run at the speed
reached at point t2. It is represented by
portion BC and is a constant-speed
period which occurs on level tracks.
Coasting (t3 to t4 )
Power to the motors is cut off at point
t3 so that the train runs under its
momentum, the speed gradually falling
due to friction, windage etc. (portion
CD).
Electric Traction
TYPICAL SPEED/TIME CURVE
Braking (t4 to t5 )
At point brakes are applied and the
train is brought to rest at point t 5. It
may be noted that coasting and braking
are governed by train resistance and
allowable retardation respectively.
Electric Traction
SIMPLIFIED SPEED/TIME CURVE A simplified speed/time curve which does
not involve the knowledge of motor
characteristics.
Such a curve has simple geometric shape
so that simple mathematics can be used
to find the relation between acceleration,
retardation, average speed and distance
etc.
The simple curve would be fairly accurate
provided it
Retains the same acceleration and
retardation and
Has the same area as the actual
speed/time curve
Electric Traction
AVERAGE AND SCHEDULE SPEED
Electric Traction
SI UNITS IN TRACTION MECHANICS
In describing various quantities involved in the mechanics of train movement,
only the latest SI system will be used.
Force It is measured in newton (N)
Mass Its unit is kilogram (kg). Commonly used bigger units is tonne (t),
1 tonne = 1000 kg
Energy Its basic unit is joule (J). Other units often employed are
watt-hour (Wh) and kilowatt-hour (kWh).
Electric Traction
SI UNITS IN TRACTION MECHANICS
Work Its unit is the same as that of energy.
Power Its unit is watt (W) which equals 1 J/s. Other units are kilowatt (kW) and
megawatt (MW).
Distance Its unit is metre. Other unit often used is kilometre (km).
Velocity Its absolute unit is metre per second (m/s). If velocity is given in km/h
(or [Link]), it can be easily converted into the SI unit of m/s by multiplying it with
a factor of (1000/3600) = 5/18 = 0.2778.
For example, 72 [Link] = 72 × 5/18 = 72 × 0.2778 = 20 m/s.
Electric Traction
QUANTITIES INVOLVED IN TRACTION MECHANICS
Following principal quantities are involved in train movement
Electric Traction
RELATIONSHIP BETWEEN PRINCIPAL QUANTITIES IN TRAPEZOIDAL DIAGRAM
Electric Traction
RELATIONSHIP BETWEEN PRINCIPAL QUANTITIES IN TRAPEZOIDAL DIAGRAM
Electric Traction
RELATIONSHIP BETWEEN PRINCIPAL QUANTITIES IN TRAPEZOIDAL DIAGRAM
If Vm, Va and D are given, then value of K and
hence of α and β can be found
Electric Traction
EXAMPLE 1
A suburban train runs with an average speed of 36 km/h between two stations
2 km apart. Values of acceleration and retardation are 1.8 km/h/s and 3.6 km/h/s
Compute the maximum speed of the train assuming trapezoidal speed/time
curve
SOLUTION
Electric Traction
EXAMPLE 2
Find the schedule speed of an electric train for a run of 1.5 km if the ratio of its
maximum to average speed is 1.25. It has a braking retardation of 3.6 km/h/s,
acceleration of 1.8 km/h/s and stop time of 21 second. Assume trapezoidal
speed/time curve.
SOLUTION
Electric Traction
ELECTRIC BRAKING
RECENT TREND IN ELECTRIC TRACTION
Thank you
