AB This is constant tractive effort line generally up to a speed of 30-50kmph.

Point B is the
maximum power point.

OA is decided based on the continuous rating of Traction Motor and adhesion limits. This curve
is lifted upward by overloading traction motor utilising thermal capacity of the traction motor.

BC This is a constant power line in which tractive effort drops with increasing speed in
inverse proportion. For passenger locos, need for tractive effort is less as compared to speed
therefore tractive effort characteristics at lower end is at reduced power.

CD Maximum limit of speed is imposed on the mechanical design of the traction motor and
mechanical transmission.

TR This is train resistance curve. Point of intersection determines the speed at which
tractive effort equals train resistance. Acceleration reserve exists up to the point of intersection.
The curve TR moves up and down while running on up and down gradient.

EF This line gives the limit of adhesive weight and Tractive effort has to be within this
limit.
Thermal Overload of Traction Motor

It is possible to overload a motor for a short period because the temperature rise is
slow as compared to time period required for acceleration. This time period is in the range of 2,
10 and 30 minute overloading capability of 150, 120 and 110% during which the temperature
rise is within the class of insulation for which the traction motor is designed. This helps in taking
advantage during start of the motor when it has to exert high tractive effort where current drawn
is more than the continuous rating and thereafter for some more time when it provides higher
acceleration effort.
Tractive Effort
Definition: Tractive effort is defined as the force at the rims or the outer edges
of the driving wheels of moving trains. In other words, it is the sum of the
tractive force and rolling effort on the road surface. In the main line train,
tractive effort is caused by the locomotive, and in a suburban train, it is caused
by motor coaches.The draw pull bar force is the horizontal force available for
the vehicles for pulling the load. This force is less than the tractive effort
required to move the locomotive. The maximum allowable tractive effort that
can be applied without wheel slip is

Where μ is the coefficient of adhesion and Md the adhesive

weight or weight on the driving wheel.

Functions of the Tractive effort

The following are the functions perform by the tractive effort on the vehicles.

1. Tractive effort required to accelerate the train mass horizontally (in newtons)
at an acceleration of α is

Where M is the mass in tonnes

2. The tractive effort required to accelerate the rotating parts: The

rotating parts consist of wheels, gears, axles and rotor of the motor. The
moment of inertia of the wheel is expressed by the formula shown below.

Where Jw is the moment of inertia of the wheel, kgm2 and Nx is the

number of axles on the wheel.

N – the number of driving motor.

n1 – teeth on motor gear wheel
n2 – teeth on axle gear wheel

R – radius of the wheel, m

Jm – moment of inertia of one motor, kg-m2

Then moment of inertia of motor referred to wheels

 Traction effort for driving rotating
parts

Total tractive effect required for

accelerating the train on a level track.

Where Me is the effective mass of the

train.The above equation can also be written as

3. The tractive effort required to overcome the

force due to gravity: When moving up in the slope the drive has to produce
tractive effort to overcome the force due to gravity.In railway, the gradient or
slope is expressed as a rise in meters in a track distance of 1000 m and is
denoted by G.The tractive force required to overcome the force due to gravity
will be

4.The tractive effort required to overcome train

resistance: The resistance of the train is mainly due to various kinds of friction.
The three basic types of friction responsible for the train resistances are
Coulomb friction, viscous friction and air friction.
The Coulomb friction is produced by the relative motion of the two surfaces. It
does not depend on the speed of the train. The viscous friction is directly
proportional to the speed of the train, and the air friction is independent of the
speed square.

Where V is the speed of the train, and A, B, C are constants.

5. The total tractive effort required to move the train:

The positive sign is used for the train

movement up-gradient and negative for down gradient.

6. Motor Torque Rating:

Total torque at the rim of the driving wheels = Total tractive effort X R

where R is the radius of the driving wheels in meters.Total

torque referred to the motor shaft is expressed by the equation

where ηt is the efficiency of transmission.

Torque per motor

where N is the number of motors

When deciding motor rating, maximum gradient allowed while laying out down
the track should be considered.