ON
ELECTRIC TRACTION
SUBMITTED BY:
SANJEET KUMAR
REGISTRATION NO.-1308143
BRANCH:-ELECTRICAL & ELECTRONICS ENGINEERING
CT INSTITUTE OF TECHNOLOGY
SHAHPUR JALANDHAR
CANDIDATES 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.
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 19th 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. Todays 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
SANJEET KUMAR
TABLE OF CONTENTS
Contents
Page No.
Candidates Declaration. i
Abstract.. .ii
Acknowledgement...iii
Table of Contentsiv
List of Figures..v
Abbreviations ..vi
Chapter 1: INTRODUCTION......1
1.1 TRACTION SYSTEMS..2
1.2 DIESEL-ELECTRIC DRIVE DRIVE2-3
Chapter 2: SPECIAL-PURPOSE VEHICLES...4-6
Chapter 3: SINGLE-PHASE LOW-FREQUENCY AC SYSTEM ..7
3.1 THREE-PHASE LOW-FREQUENCY AC SYSTEM..7
3.2 COMPOSITE SYSTEM.8-9
Chapter 4: TRACK ELECTRIFICATION SYSTEM..10
4.1 THE VARIOUS COMPONENTS OF AN AC LOCOMOTIVE..11-17
CONCLUSION...18
REFERENCES...19
LIST OF FIGURES
Fig No.
Figure Description
Fig.1
The
above
picture
shows
engine1
Page No.
a
diesel
train
ABBREVIATIONS
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.
Fig.1 The above picture shows a diesel train engine. These engines are
being rapidly replaced by electric engines
now
2. railway electric locomotive fed from overhead ac supply and tramways and trolly
buses supplied with dc supply.
1.4 Disadvantages
1. for same power, diesel-electric locomotive is costlier than either the steam or
electric loco-motive.
2. overload capacity is limited because diesel engine is a constant-kW output prime
mover.
3. life of a diesel engine is comparatively shorter.
4. diesel-electric locomotive is heavier than plain electric locomotive because it carries
the main engine, generator and traction motors etc.
5. regenerative braking cannot be employed though rheostatic braking can be.
CHAPTER 2
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).
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.
3. Starting Time. An electric locomotive can be started at a moment's notice whereas a steam
locomotive requires about two hours to heat up.
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:
(i) high schedule speed
(ii) increased traffic handling capacity
(iii) because of (i) and (ii) above, less terminal space is requireda factor of great
importance in urban areas.
8. Absence of Unbalanced Forces. Electric traction has higher coefficient of adhesion since
there are no unbalanced forces produced by reciprocating masses as is the case in steam
traction. It not only reduces the weight/kW ratio of an electric locomotive but also improves
its riding quality in addition to reducing the wear and tear of the track rails.
CHAPTER-3
Single-Phase Low-frequency AC System
In this system, ac voltages from 11 to 15 kV at 16 23 or 25 Hz are used. If supply is from a
generating station exclusively meant for the traction system, there is no difficulty in getting
the elec-tric supply of 16 23 or 25 Hz. If, however, electric supply is taken from the high
voltage transmission lines at 50 Hz, then in addition to step-down transformer, the substation
is provided with a frequency
converter. The frequency converter equipment consists of a 3-phase synchronous motor
which drives a I-phase alternator having or 25 Hz frequency.
The 15 kV 16 23 or 25 Hz supply is fed to the electric locomotor via a single over-head
wire (running rail providing the return path).
A step-down transformer carried by the locomotive reduces the 15-kV voltage to 300-400
V for feeding the ac series motors. Speed regulation of ac series motors is achieved by
applying variable voltage from the tapped secondary of the above transformer.
Low-frequency ac supply is used because apart from improving the commutation
properties of ac motors, it increases their efficiency and power factor. Moreover, at low
frequency, line reactance is less so that line impedance drop and hence line voltage drop is
reduced. Because of this reduced line drop, it is feasible to space the substations 50 to 80 km
apart. Another advantage of employing low frequency is that it reduces telephonic
interference.
Hz supply. Sub-stations
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
from 50 Hz to 16
system
employs two overhead contact wires, the track rail forming the third phase (of course, this
leads to insulation difficulties at the junctions).
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 :
1. the overhead contact wire system becomes complicated at crossings and junctions.
2. constant-speed characteristics of induction motors are not suitable for traction work.
3. induction motors have speed/torque characteristics similar to dc shunt motors. Hence,
they are not suitable for parallel operation because, even with little difference in
rotational speeds caused by unequal diameters of the wheels, motors will becomes
loaded very unevenly.
frequency, 3-phase motors develop high starting torque without taking excessive current. In
view of the above, Kando system is likely to be developed further.
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.
5. Lower Cost of Fixed Installations
The cost of fixed installations is much less for 25 kV ac system as compared to dc system.
In fact, cost is in ascending order for 25 kV ac, 3000 V dc and 1500 V dc systems.
Consequently, traffic densities for which these systems are economical are also in the
ascending order.
CHAPTER-4
Track Electrification system
railway
electrificati
based on economics of energy supply, maintenance, and capital cost compared to the
revenue obtained for freight and passenger traffic. Different systems are used for urban
and intercity areas; some electric locomotives can switch to different supply voltages to
allow flexibility in operation.
4.1.2 pantograph
A pantograph (Greek roots - "all, every" and - "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.
4.1.4 transformer
A transformer is an electrical device that transfers electrical energy between two or more
circuits through electromagnetic induction. Electromagnetic induction produces
an electromotive force within a conductor which is exposed to time varying magnetic fields.
Transformers are used to increase or decrease the alternating voltages in electric power
applications.
A varying current in the transformer's primary winding creates a varying magnetic flux in the
transformer core and a varying field impinging on the transformer's secondary winding. This
varying magnetic field at the secondary winding induces a varying electromotive
force (EMF) or voltage in the secondary winding due to electromagnetic induction. Making
use of Faraday's Law (discovered in 1831) in conjunction with high magnetic
permeability core properties, transformers can be designed to efficiently change AC voltages
from one voltage level to another within power networks.
Fig.10 Transformer
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
A traction motor is an electric motor used for propulsion of a vehicle, such as an electric
locomotive or electric roadway vehicle.
Traction motors are used in electrically powered rail vehicles such as electric multiple
units and other electric vehicles such as electric milk floats, elevators, conveyors,
andtrolleybuses, as well as vehicles with electrical transmission systems such as dieselelectric, electric hybrid vehicles, and battery electric vehicles.
at the same time, the behavior of the motor is similar to that when energized with direct
current. To achieve better operating conditions, AC railways were often supplied with current
at a lower frequency than the commercial supply used for general lighting and power;
special traction current power stations were used, or rotary converters used to convert 50 or
60 Hz commercial power to the 16 2/3 Hz frequency used for AC traction motors. The AC
system allowed efficient distribution of power down the length of a rail line, and also
permitted speed control with switchgear on the vehicle.
AC induction motors and synchronous motors are simple and low maintenance, but are
awkward to apply for traction motors because of their fixed speed characteristic. An AC
induction motor only generates useful amounts of power over a narrow speed range
determined by its construction and the frequency of the AC power supply. The advent
ofpower semiconductors has made it possible to fit a variable frequency drive on a
locomotive; this allows a wide range of speeds, AC power transmission, and rugged induction
motors without wearing parts like brushes and commutators
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:
a. More efficient systems for generating, transporting, capturing, transforming, utilising,
regulating and recovering energy.
b. Traction control and service automation systems, regenerative braking and energy
storage systems, reversible electrical supply sub-stations and rail traffic management.
c. Multidisciplinary optimisation of infrastructure and vehicle design.
d. The design implications of vehicles, infrastructures and systems in energy consumption
and the environmental impact of transport.
e. Optimisation of vehicles and infrastructures for their use in multimodal systems.
f. Calculation systems, predicting and optimising energy consumption and emissions.
g. Foreseeable consequences of technological development on the innovation of vehicles
and infrastructures for sustainable mobility.
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