SEMINAR REPORT ELECTRIC TRACTION SYSTEM

1 1. INTRODUCTION
2

1.0 Basic
3 Idea
The system
4 which uses electrical power for traction system i.e. for railways, trams, trolleys, etc. is called
electrical5 traction. The track electrification refers to the type of source supply system that is used while
powering6 the electric locomotive systems. It can be AC or DC or a composite supply.

A system
7 which causes the propulsion of vehicle in which tractive or driving force is obtained from various
devices such
8 as diesel engine drives, steam engine drives, electric motors, etc. is called as traction system.

It can also
9 be defined as the railway vehicle that provides the necessary traction power to move the train is
referred10as the traction or locomotive. This traction power can be diesel, steam or electric power.

The traction
11 system can be classified as non-electric and electric traction systems.

1.1 Non-electric
12 traction system
A traction
13 system that doesn’t use electrical energy for the movement of vehicle at any stage is referred as non-
electric14
traction system.

The steam
15 engine drive is the best example of a non electric traction system and it is the first locomotive system
used before
16 the invention of actual electric traction systems.

17
18 Fig 1.1 Non-electric traction system.
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The steam
19 locomotive system uses the superheated steam to produce mechanical energy for the movement of
vehicle.20

This may
21 use coal or petroleum as fuel, liberates thermal energy to produce the steam pressure and then it is
converted
22 into kinetic energy so that mechanical movement of the vehicle is produced.

The disadvantages
23 of steam locomotive systems , such as , low fuel efficiency, poor technical performance,
maintenance
24 of a large number of water supply facilities, and high maintenance cost makes them to be replaced
by alternative
25 traction systems and hence the electric traction.

The following
26 are the two types of non electric traction systems.

1. 27Steam engine drive based vehicles (used for railways).

2. 28Internal combustion (IC) engine drive based vehicles (used for road transport).

1.229Electric Traction System

Electric
30 traction involves the use of electricity at some stage or all the stages of locomotive movement. This
system
31 includes straight electrical drive, diesel electric drive and battery operated electric drive vehicles.In
this,32electrical motors are used for producing the vehicle movement and are powered by drawing electricity
from
33utilities or diesel generators or batteries.

Selecting
34 the type of electrification depends on several factors like availability of supply, type of an
application
35 area, or on the services like urban, suburban and main line services, etc.

36
37 Fig1.2 Electric Traction system.

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It has
38 many advantages over non-electric traction systems such as more clean and easy to handle, no need of
coal39and water, easy speed control, high efficiency, low maintenance and running costs, etc.

As 40
mentioned above, electric traction systems can be self contained locomotives or vehicles that receive
power
41 from electric distribution system (substations). Self contained locomotives includes.

 Battery operated electrical drives.

42
 Diesel operated electrical drives.
43

44
Vehicles that receives the power from substation is also referred as a third rail systems which includes

45  Railway electric vehicles fed from overhead AC or DC supply.

46  Trolley buses or tramways supplied with DC supply (i.e., battery electric drives).

471.3 History of Railway Electrification

48
49 Fig:1.3 Electric and Non-Electric locomotive

50Railway electrification as a means of traction emerged at the end of the nineteenth century, although
51experiments in electric rail have been traced back to the mid-nineteenth century. Thomas Davenport,
52in Brandon, Vermont, erected a circular model railroad on which ran battery-powered locomotives (or
53locomotives running on battery-powered rails) in 1834. Robert Davidson, of Aberdeen, Scotland,
54created an electric locomotive in 1839 and ran it on the Edinburgh-Glasgow railway at 4 miles per
55hour. The earliest electric locomotives tended to be battery-powered .In 1880, Thomas Edison built a
56small electrical railway, using a dynamo as the motor and the rails as the current-carrying medium.
57The electric current flowed through the metal rim of otherwise wooden wheels, being picked up via
58contact brushes.

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59Electrical traction offered several benefits over the then predominant steam traction, particularly in
60respect of its quick acceleration (ideal for urban (metro) and suburban (commuter) services) and power
61(ideal for heavy freight trains through mountainous/hilly sections). A plethora of systems emerged in
62the first twenty years of the twentieth century.

63 2. TYPES OF ELECTRIC TRACTION

64The track electrification refers to the type of source supply system that is used while powering the
65electric locomotive systems. It can be AC or DC or a composite supply.Selecting the type of
66electrification depends on several factors like availability of supply, type of an application area, or on
67the services like urban, suburban and main line services, etc.

68The three main types of electric traction systems that exist are as follows:

69 1. Direct Current (DC) electrification system.

70 2. Alternating Current (AC) electrification system.
71 3. Composite system.

72 2.1 D.C Traction System.

73In this traction system, electrical motors are operates on DC supply to produce necessary movement of
74the vehicle. Mostly DC series motors are used in this system. For trolley buses and tramways, DC
75compound motors are used where regenerative braking is required.In this type of system, three-phase
76power received from the power grids is de-escalated to low voltage and converted into DC by the
77rectifiers and power-electronic converters.This type of DC supply is supplied to the vehicle through
78two different ways: the first way is through the 3rd rail system (side running and under running
79electrified track and providing return path through running rails), and the second way is through the
80overhead line DC system. This DC is fed to the traction motor like the DC series or compound motors
81to drive the locomotive, as shown in the figure.

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82
83 Fig2.1: Third rail system.

84The supply systems of DC electrification include 300-500V supply for the special systems like battery
85systems (600-1200V) for urban railways like tramways and light metros, and the 1500-3000V for
86suburban and mainline services like light metros and heavy metro trains. The 3rd (conductor rail) and
874th rail systems operate at low voltages (600-1200V) and high currents, whereas the overhead rail
88systems use high voltages (1500-3000V) and low currents.Due to high starting torque and moderate
89speed control, the DC series motors are extensively employed in the DC traction systems. They
90provide high torque at low speeds and low torque at high speeds.An electric motor speed controller is
91used by varying the voltage applied to it. The Special drive systems that are used to control these
92electric motors include tap changer, thyristor control, chopper control and micro processor control
93drives.

94
95 Fig2.2: D.C Electrification.

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96The various operating voltages of DC traction system include 600V, 750 V, 1500V and 3000V.

97DC supply at 600-750V is universally employed for tramways and light metros in urban areas and for
98many suburban areas. This supply is obtained from a third rail or conductor rail, which involves very
99large currents.

100DC supply at 1500- 3000 is used for main line services such as light and heavy metros. This supply is
101drawn mostly from an overhead line system that involves small currents.

102In both cases, only one conductor or rail is required to supply power to locomotive while track rails are
103used as return conductors in majority of cases.Both these supply voltages are fed from substations
104which are located 3-5 KM for suburban services and 40 to 50KMs for main line services. These
105substations receive power (typically, 110/132 KV, 3 phase) from electric power grids.This three phase
106high voltage is stepped-down and converted into single phase low voltage using scott-connected three
107phase transformers.This single phase low voltage is then converted into DC voltage using suitable
108converters or rectifier such as power electronic converter, rotary converters, mercury arc converters,
109etc. The DC supply is then applied to the DC motor via suitable contact system and additional
110circuitry.

111
112 Fig2.3:Circuit for D.C Traction System
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113Due to high starting torque and moderate speed control, the DC series motors are extensively
114employed in the DC traction systems. They provide high torque at low speeds and low torque at high
115speeds.

1162.1.1. Advantages of D.C. Electrification System

117  In case of heavy trains that require frequent and rapid accelerations, DC traction motors
118 are better choice as compared AC motors.
119  DC train consumes less energy compared to AC unit for operating same service
120 conditions.
121  The equipment in DC traction system is less costly, lighter and more efficient than AC
122 traction system.
123  It causes no electrical interference with nearby communication lines.

1242.1.2 Disadvantages of D.C Electrification System

125  Expensive substations are required at frequent intervals.

126  The overhead wire or third rail must be relatively large and heavy.
127  Voltage goes on decreasing with increase in length.

1282.2. A.C Electrification System.

129An AC traction system has become very popular nowadays, and it is more often used in most of the
130traction systems due to several advantages, such as quick availability and generation of AC that can be
131easily stepped up or down, easy controlling of AC motors, less number of substations requirement, and
132the presence of light overhead catenaries that transfer low currents at high voltages, and so on.

133The supply systems of AC electrification include single, three phase, and composite systems. The
134Single phase systems consist of 11 to 15 KV supply at 16.7Hz, and 25Hz to facilitate variable speed to
135AC commutation motors.It uses step down transformer and frequency converters to convert from the
136high voltages and fixed industrial frequency.The Single phase 25KV at 50Hz is the most commonly
137used configuration for AC electrification. It is used for heavy haul systems and main line services
138since it doesn’t require frequency conversion. This is one of the widely used types of composite
139systems wherein the supply is converted to DC to drive DC traction motors.
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140
141 Fig2.4:A.C Electrification System.

1422.2.1. Single Phase A.C Electrification System.

143In this type of traction system, AC series motors are used to produce the propulsion of vehicle. This
144system uses AC voltages from 15-25KV at a frequency of 16.7 (i.e., 16 2/3) or 25 Hz. This low
145frequency leads to give better performance and more efficient operation by the series motor.This
146single phase supply is fed to the locomotive unit via a single overhead line while track provides the
147return path.

148The high voltages (15-25KV) obtained from overhead conductor are stepped down to a suitable motor
149operating range (typically 300-400V range) using step-down transformer carried by the locomotive
150unit itself. The secondary tapping of this transformer offer variable voltage to AC series motor for
151speed regulation.The low frequency operation of overhead line reduces the communication
152interferences. Also, the reactance of the line is low at lower frequency and hence the voltage drop in
153the line is reduced.

154Because of this low line voltage drop, it is feasible to locate the substations at 50 to 80kms apart from
155each other. Therefore, this system is preferred for main line services where cost of overhead system is
156not a much important factor and for suburban services where rapid acceleration and retardation are not
157required.

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158
159 Fig2.5: Single Phase A.C. Traction System.

1602.2.2. Three Phase A.C Electrification System.

161In this, three phase induction motors are used for the movement of locomotive. This system normally
162works on 3000-3600V AC at a frequency either 16 2/3 or normal supply frequency.This system
163employs two overhead lines for two phases, whereas the track forms third phase. These conductors are
164powered from substations which are rated at higher voltages and they receive power from three-phase
165transmission lines.

166The high voltages from transmission lines are stepped down to 3.3 KV (3000-3600 V) by transformers
167while the frequency is reduced by frequency converters installed at substations.The three phase
168induction motor used in this system has the following characteristics; simple and robust construction,
169provision of regenerative braking without additional equipment and high operating efficiency, better
170performance, etc.However, these motors are suffer with some drawbacks such as high starting current,
171low starting torque, complicated overhead structure, especially at crossings and junctions and not
172suitable constant speed characteristics of induction motor traction work.

173These systems are adopted where high output power is required and also where automatic regeneration
174braking is needed. However, these systems do not found much favour compared to other systems.

175

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1762.3. Composite Electrification System.

177This system incorporates the advantages of both DC and AC systems. These systems are of mainly
178two types: a single phase to three phases or Kando system, and the other single phase to DC system.

179The above discussed methods have their own merits and demerits. Single phase AC system has less
180distribution cost whereas DC system has excellent driving capability by DC series motors and three
181phase system has automatic regenerative braking capacity.So by combining the advantages of AC/DC
182and single/three phase systems, the overall performance of the traction system gives better result than
183individual system and hence the evolution of composite system.Basically composite systems are of
184two types, namely.

185  Single phase to three phase system.

186  Single phase to DC system.

1872.3.1. Single Phase to Three Phase System.

188This traction system is also called Kando system. It consists of single phase16KV, 50 Hz supply which
189is fed from the substation and is being carried through a single overhead conductor.

190The single phase supply is then converted into three phase supply of the same frequency using phase
191converter equipment in the locomotive itself. The three phase supply is then fed to induction motors to
192drive the locomotive.

193

194
195 Fig2.6: Single Phase to Three Phase System or Kando System.
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196In a Kando system, a single overhead line carries the single-phase supply of 16KV, 50Hz. This high
197voltage is stepped down and converted to three-phase supply of same frequency in the locomotive
198itself through the transformer and converters.

199This three-phase supply is further supplied to the three-phase induction motor that drives the
200locomotive. Since the two-overhead line system of the three-phase system is replaced by a single
201overhead line by this system, it is economicalIt is also possible to develop high starting torque of
202induction motors by reducing the supply frequency at ½ to 9 Hz by means of inverter controlled
203through silicon controlled rectifiers.

204As we have already discussed in the AC electrification that a single-phase to DC system is highly
205popular, it is the most economical way of single overhead line and has wide variety of DC series motor
206characteristics.In this particular system, a single-phase 25KV, 50Hz supply of overhead line system is
207stepped down by transformer inside the locomotive, and then converted to DC by rectifiers. The DC is
208fed to the DC-drive system to drive the series motor and to control its speed and braking systems.

2092.3.2. Single Phase to D.C. System.

210This traction system is most popular and widely used system everywhere. It combines the single phase
211high voltage AC distribution at industrial frequency with DC series motor traction.In this, the overhead
212line carries single phase, 25KV, 50 Hz supply which is then stepped down to a desired range using
213step-down transformer located in the locomotive unit itself.

214

215
216 Fig 2.7: Single Phase to D.C System.

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217This single phase supply is then converted into DC using rectifier (in the locomotive) and then applied
218to DC series motor.

219The advantages of this system include higher starting efficiency, less number of substations, simple
220substation design and lower cost of fixed installations.

221 3. PARTS OF A.C LOCOMOTIVE

222The figure below shows the block diagram of an AC locomotive system that employs single phase
223supply to drive three phase motor.

224
225 Fig3.1: Block diagram of AC Electric Locomotive.

226

227  Asynchronous Motor- Modern traction motor type using three phase AC electrical
228 supply and now the favored design for modern train traction systems.  It can be used on
229 DC and AC electrified railways with suitable control electronics and on diesel-electric
230 locomotives.

231  Axle Brush- The means by which the power supply circuit is completed with the
232 substation once power has been drawn on the locomotive.  Current collected from the
233 overhead line or third rail is returned via the axle brush and one of the running rails.
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234  Balancing speed- The economical service speed at which the tractive effort of the train
235 equals the train resistance and no further acceleration takes place.

236  Battery- All trains are provided with a battery to provide start up current and for
237 supplying essential circuits, such as emergency lighting, when the line supply fails. The
238 battery is usually connected across the DC control supply circuit.

239  Bucholz Relay- A device inserted in the oil cooling circuits of electric locomotive
240 transformers to detect low oil pressure. If low oil pressure is detected, the relay trips out
241 the power system.  Often a source of spurious circuit breaker trips if not carefully
242 calibrated.

243  Camshaft- Most DC electric traction power circuits use a camshaft to open or close the
244 contactors controlling the resistances of the traction motor power circuit. The camshaft is
245 driven by an electric motor or pneumatic cylinder. The cams on the shaft are arranged to
246 ensure that the contactors open and close in the correct sequence. It is controlled by
247 commands from the driver's cab and regulated by the fall of current in the motor circuit
248 as each section of resistance is cut out in steps. The sound of this camshaft stepping can
249 be heard under many older (pre electronics) trains as they accelerate.  See also Notching
250 Relay.

251  Cannon Box- Sleeve used to mount a traction motor on an axle in electric power bogies
252 and sometimes including an axle brush.

253  Chopper control- A development in electric traction control which eliminates the need
254 for power resistors by causing the voltage to the traction motors to be switched on and off
255 (chopped) very rapidly during acceleration. It is accomplished by the use of thyristors and
256 will give up to 20% improvement in efficiency over conventional resistance control.

257  Circuit Breaker- An electric train is almost always provided with some sort of circuit
258 breaker to isolate the power supply when there is a fault, or for maintenance.  On AC
259 systems they are usually on the roof near the pantograph. There are two types - the air

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260 blast circuit breaker and the vacuum circuit breaker or VCB. The air or vacuum part is
261 used to extinguish the arc which occurs as the two tips of the circuit breaker are opened.
262 The VCB is popular in the UK and the air blast circuit breaker is more often seen on the
263 continent of Europe.

264  Contactor- Similar to a relay in that it is a remotely operated switch used to control a
265 higher power local circuit.  The difference is that contactors normally latch or lock closed
266 and have to be opened by a separate action. A lighting contactor will have two, low
267 voltage operating coils, one to "set" the contactor closed to switch on the lights; the other
268 to "trip" off the lights. 

269  Converter- Generic term for any solid state electronic system for converting alternating
270 current to direct current or vice versa. Where an AC supply has to be converted to DC it
271 is called a rectifier and where DC is converted to AC it is called an inverter. The word
272 originated in the US but is now common elsewhere.

273  Cooling Fans- To keep the thyristors and other electronic power systems cool, the
274 interior of a modern locomotive is equipped with an air management system,
275 electronically controlled to keep all systems operating at the correct temperature. The
276 fans are powered by an auxiliary inverter producing 3-phase AC at about 400 volts.

277  Creep Control- A form of electronically monitored acceleration control used very
278 effectively on some modern drive systems which permits a certain degree of wheel slip to
279 develop under maximum power application. A locomotive can develop maximum slow
280 speed tractive effort if its wheels are turning between 5% and 15% faster than actually
281 required by the train speed.

282  DC Link- Used on modern electronic power systems between the single phase rectifier
283 and the 3-phase inverter.  It is easier to convert the single phase AC from the overhead
284 line to the 3-phase required for the motors by rectifying it to DC and then inverting the
285 DC to 3-phase AC.

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286  Dynamic Breaking- A train braking system using the traction motors of the power
287 vehicle(s) to act as generators which provide the braking effort. The power generated
288 during braking is dissipated either as heat through on-board resistors (rheostatic braking)
289 or by return to the traction supply line (regenerative braking).  Most regenerative systems
290 include on board resistors to allow rheostatic braking if the traction supply system is not
291 receptive.  The choice is automatically selected by the traction control system.

292  Grid- Train or locomotive mounted expanded steel resistor used to absorb excess
293 electrical energy during motor or braking power control.  Often seen on the roofs of
294 diesel electric locomotives where they are used to dissipate heat during dynamic braking.

295  Ground Relay- An electrical relay provided in diesel and electric traction systems to
296 protect the equipment against damage from earths and so-called "grounds". The result of
297 such a relay operating is usually a shut-down of the electrical drive. Also sometimes
298 called an Earth Fault Relay.

299  GTO Thyristor- Gate Turn Off thyristor, a thyristor which does not require a
300 commutation (reverse flow circuit) circuit to switch it off.

301  IGBT- Most recent power electronics development.  It is replacing the GTO thyristor as
302 it is smaller and requires less current to operate the switching sequences. 
303 See Transistor upon which the technology is based.

304  Inverter- Electronic power device mounted on trains to provide alternating current from
305 direct current. Popular nowadays for DC railways to allow three phase drive or for
306 auxiliary supplies which need an AC supply. See also converter with which it is often
307 confused.

308  Jerk Limit- A means by which starting is smoothed by adjusting the rate of acceleration
309 of a train by limiting the initial acceleration rate upon starting. It could be described as
310 limiting the initial rate of change of acceleration. Also used in dynamic braking.

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311  Line Breaker- Electro-mechanical switch in a traction motor power circuit used to
312 activate or disable the circuit. It is normally closed to start the train and remains closed all
313 the time power is required. It is opened by a command from the driving controller, no-
314 volts detected, overload detected and (were required) wheel spin or slide detected. It is
315 linked to the overload and no-volt control circuits so that it  actually functions as a
316 protective circuit breaker. 

317  Master Controller- Driver's power control device located in the cab. The driver moves
318 the handle of the master controller to apply or reduce power to the locomotive or train.
319 Modern systems often have controllers that incorporate braking.

320  Motor Blower- Traction motors on electric locomotives get very hot and, to keep their
321 temperature at a reasonable level for long periods of hard work, they are usually fitted
322 with electric fans called motor blowers.  On a modern locomotive, they are powered by
323 an auxiliary 3-phase AC supply of around 400 volts supplied by an auxiliary inverter.

324  Notching Relay- A DC motor power circuit relay which detects the rise and fall of
325 current in the circuit and inhibits the operation of the resistance contactors during the
326 acceleration sequence of automatically controlled motors. The relay operates a contactor
327 stepping circuit so that, during acceleration of the motor, when the current falls, the relay
328 detects the fall and calls for the next step of resistance to be switched out of the circuit.

329  NoVolt Relay- A power circuit relay which detected if power was lost for any reason and
330 made sure that the control sequence was returned to the starting point before power could
331 be re-applied.

332  Overload Relay- A power circuit relay which detected excessive current in the circuit
333 and switched off the power to avoid damage to the motors. See Motor Protection above.

334  Pantograph- The current collection system used by locomotives and trains on routes
335 electrified with overhead lines . The pantograph (often shortened to "pan") is held up by

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336 compressed air pressure. It is designed to collapse if it detects an obstruction. It can also
337 be lowered manually to isolate the locomotive or train.

338  Rectifier- A converter consisting of thyristors and diodes which is used to convert AC to
339 DC. A modern locomotive will usually have at least two, a "Main Rectifier" for the
340 power circuits and one or more for the auxiliary circuits.

341  Relay- A remotely controlled switch which uses a low voltage control circuit. It will
342 close (or open) a switch in a local circuit, usually of higher power.

343  Resistance Control- Method of traction motor control formerly almost universal on DC
344 electric railways whereby the power to the motors was gradually increased from start up
345 by removing resistances from the power circuit in steps. Originally this step control was
346 done manually but it was later automatic, a relay in the circuit monitoring the rise and fall
347 of current as the steps were removed.  Many examples of this system still exist but new
348 builds now use solid state control with power electronics.

349  SEPEX- Short form of SEParate EXcitement of traction motors where the armature and
350 field coils of an electric motor are fed with independently controlled current. This has
351 been made much more useful since the introduction of thyristor control where motor
352 control can be much more precise.  SEPEX control also allows a degree of automatic
353 wheel slip control during acceleration.

354  Shoe Gear- Equipment carried by a train and used for current collection on track
355 mounted (third rail) power supply systems.  Shoegear is usually mounted on the bogies
356 close to the third rail.  It is often equipped with devices to enable it to be retracted if
357 required to isolate the car or on-board system which it supplies. 

358  Synchronous motor- Traction motor where the field coils are mounted on the drive shaft
359 and the armature coils in the housing, the inverse of normal practice.  Favoured by the
360 French and used on the high speed TGV Atlantique trains, this is a single-phase machine
361 controlled by simple inverter.  Now superseded by the asynchronous motor.

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362  Tap Changer- Camshaft operated set of switches used on AC electric locomotives to
363 control the voltage taken off the main transformer for traction motor power. Superseded
364 by thyristor control.

365  Thyristor- A type of diode with a controlling gate which allows current to pass through
366 it when the gate is energised.  The gate is closed by the current being applied to the
367 thyristor in the reverse direction.  Thyristors (also referred to as choppers) are used for
368 traction power control in place of resistance control systems.  A GTO (Gate Turn Off)
369 thyristor is a development in which current is turned off is by applying a pulse of current
370 to the gate.

371  Transformer- A set of windings with a magnetic core used to step down or step up a
372 voltage from one level to another.  The voltage differences are determined by the
373 proportion of windings on the input side compared with the proportion on the output
374 side.  An essential requirement for locomotives and trains using AC power, where the
375 line voltage has to be stepped down before use on the train.

376  Transistor- The original electronic solid state device capable of controlling the amount
377 of current flowing as well as switching it on and off.  In the last few years, a powerful
378 version has been applied to railway traction in the form of the Insulated Gate Bipolar
379 Transistor (IGBT).  Its principle advantage over the GTO Thyristor is its speed of
380 switching and that its controls require much smaller current levels.

381  Wheel Spin- On a steam locomotive,  the driver must reduce the steam admission to the
382 cylinders by easing closed (or partially closed) the throttle/regulator when he hears the
383 wheels start to spin.  On diesel or electric locomotives, the current drawn by individual or
384 groups of traction motors are compared - the motor (or group) which draws
385 proportionally less amps than the others is deemed to be in a state of slip - and the power
386 is reduced.  Some systems - EMD Super Series for one - measure known wheel speed
387 against ground speed as registered on a Doppler Radar.  Many locomotives additionally
388 use sand, which is applied to the wheel/rail contact point to improve adhesion - this is
389 either controlled automatically, or manually by the driver.
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390  Wheel spin relay- A relay in older traction motor control circuits used to detect wheel
391 spin or slide by measuring the current levels in a pair of motors on a bogie and comparing
392 them.  The idea is to prevent motor damage by preventing an overspeeding motor causing
393 an unacceptable rise in current in the other motor of the pair.  If detected, the imbalance
394 causes the control circuits to open the line breakers and reset the power control to the
395 start position like a “no-volt" relay.

396 4. TRACTION MOTOR

397Electric motors are a common means of powering a train, whether the energy required is carried on-
398board the train in the form of a diesel engine and its fuel or obtained from outside the train by
399connection with an external power supply carried by an overhead line or third rail. Electric traction is
400widely used around the world, particularly for routes with dense traffic, like urban and suburban
401railways or long distance, high speed lines that need electric traction to obtain the speeds required for
402inter-city travel. There are a number of different systems of electric traction and these are described
403here.

404The motor is essential for all system of electric traction but required traction differs from place to
405place. For example, traction required for the industry is different from the traction required in the
406locomotives so the motor has to provide the required traction. Single type motor can’t provide all
407necessary requirements so a different type of motor is used in different type of traction system. A
408special type of motor known as traction motor has to be employed.

409The chief features of traction motors are as follows

410Mechanical Features

411  Robust and capability of withstanding the continuous vibration.

412  Minimum weight to increase payload capacity of the vehicle.
413  Size should be small in overall dimensions.
414  Totally enclosed type.

415Electrical Features

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416  High starting torque

417  Simple speed control
418  Self-protective against overload
419  Regenerative braking
420  Capability of withstanding voltage fluctuation
421  Capability of withstanding temporary interruption
422  Overload capacity
423  Parallel running

424No single motor can fulfill the entire requirement as given above so different types of motor are
425chosen. The commonly used different types of the motor as DC series motor, AC series motor,
426Three phase induction motor, Linear induction motor etc.

4274.1 DC series motor

428DC series motor is one of the commonly used motors for traction purpose. It possesses
429remarkably good characteristics for traction so it is used heavily in industry and locomotives. DC
430series motor is simple and robust in nature and suitable for all type of traction purpose but it is
431specially preferred in the suburban railway system. 

432

433 Fig4.1: D.C Series Motor

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434The various characteristics that made DC series motor useful for traction system are as follows

435  It has high starting torque which is important in traction system.

436  It has simple speed control methods.
437  It has good commutation property up to twice the full load.
438  It possesses the ability to run in parallel with other loads.
439  It has the capability of withstanding sudden load change.
440  It requires less power for high torque production because torque production is directly
441 proportional to the square of the armature current.
442  It has self-protective property, high free running speed and reduced kVA demand on the
443 lines in case of overload.
444  Load sharing if DC series motors are connected in Series.

445We know that,Speed(N) ∝ V/ϕ ∝ 1/Ia

446And,Torque(T) ∝ ϕIa ∝ Ia2

447

448

449 Fig4.2: Speed-torque characteristics of D.C Motor

450

4514.1.1. Advantages of D.C Series Motor

452The series motor has the highest starting torque for a given power rating. When the motor is
453overloaded, the speed drops and the torque increases. While delivering high torque during an

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454overload, the series motor draws less current and power from the source compared to a shunt or
455compound DC motor.

456The main applications where series motors are best suited are for traction applications. Torque of
457the series motor is proportional to square of the field current i.e. T α I2. Therefore Starting torque
458for the series motor is quite high. Because of this property series motors are widely used in
459electric traction and in crane application.

4604.1.2. Disadvantages of D.C Series Motor

461Speed regulation in the series motor is quite poor. With the increase in the load speed of the
462machine decreases, DC shunt motor maintains almost constant speed from no load to full
463load.With decrease in the speed torque of the dc series motor drops sharply.

464DC series motor should always require being loaded before starting the motor. Therefore series
465motors are not suited for the application where load on the motor is completely removed and
466where motors are driving the belts. Mishap to the belt leads to motor operates on no load and
467attains dangerous speeds which damage the motor.

4684.2. A.C. Series Motor

469AC series motor is also commonly used the motor. Although many single phase AC motor have
470been developed for traction but compensated series type commutator motor is considered as the
471best AC motor.

472

473

474 Fig4.3: A.C Series Motor

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475The construction of AC series motor is similar to that of DC series motor but to prevent the eddy
476current loss, the whole magnetic circuit is laminated. The voltage is limited to about 300V and
477the weight is 1.5 to 2 times that of a DC series motor. The starting current is high so the starting
478power factor is low and low starting torque so this type of motor is preferred in the main line
479service. The AC series motor has almost same type of operating characteristics as the DC series
480motor. The torque varies as the nearly square of current but it has less efficiency than DC series
481motor.

482The speed control of the AC series motor is not quite flexible like DC series motor but speed can
483be changed efficiently by taps on the transformer. The feature of AC series motor which is useful
484for traction purpose are

485  It has a similar type of Torque-speed characteristic as DC series motor.

486  It is cheaper than DC motor.
487  It has self-relieving properties (i.e increase in starting torque and decrease in speed with
488 an increase in load).
489  It can be operated at a lower frequency. The performance of motor increases when
490 frequency decreases.
491  .Load sharing

492These given are the feature due to which AC series motor is used in traction system.

493Large starting torque is required for traction system. Single phase induction motor can’t provide
494the necessary starting torque because it is fractional kilowatt motor so there is no sufficient
495power to generate the required starting torque so Single phase induction motor is discarded for
496traction system but three phase induction motor can generate large torque because it carry high
497amount of power and It is simple and robust in nature but it has the problem of speed control and
498required large rheostat for starting. It has shunt speed torque characteristic. This leads to the
499unequal sharing of the load.

500

501
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502 5. ELECTRIC LOCOMOTIVE

503An electric locomotive is a locomotive powered by electricity from overhead lines, a third rail or on-
504board energy storage such as a battery or a super capacitor.

505Electric locomotives with on-board fueled prime movers, such as diesel engines or gas turbines, are
506classed as diesel-electric or gas turbine-electric and not as electric locomotives, because the electric
507generator/motor combination serves only as a power transmission system.

508
509 Fig5.1: Electric locomotive diagram

510

511Electric locomotives benefit from the high efficiency of electric motors, often above 90% (not
512including the inefficiency of generating the electricity). Additional efficiency can be gained
513from regenerative braking, which allows kinetic energy to be recovered during braking to put power
514back on the line.

515 Newer electric locomotives use AC motor-inverter drive systems that provide for regenerative
516braking. Electric locomotives are quiet compared to diesel locomotives since there is no engine and
517exhaust noise and less mechanical noise. The lack of reciprocating parts means electric locomotives
518are easier on the track, reducing track maintenance.

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519 Power plant capacity is far greater than any individual locomotive uses, so electric locomotives can
520have a higher power output than diesel locomotives and they can produce even higher short-term surge
521power for fast acceleration. Electric locomotives are ideal for commuter rail service with frequent
522stops.

523 Electric locomotives are used on freight routes with consistently high traffic volumes, or in areas with
524advanced rail networks. Power plants, even if they burn fossil fuels, are far cleaner than mobile
525sources such as locomotive engines. The power can also come from clean or renewable sources,
526including geothermal power, hydroelectric power, nuclear power, solar power and wind turbines.

527The chief disadvantage of electrification is the high cost for infrastructure: overhead lines or third rail,
528substations, and control systems. Public policy in the U.S. interferes with electrification: higher
529property taxes are imposed on privately owned rail facilities if they are electrified. The EPA regulates
530exhaust emissions on locomotive and marine engines, similar to regulations on car & freight truck
531emissions, in order to limit the amount of carbon monoxide, unburnt hydrocarbons, nitric oxides, and
532soot output from these mobile power sources. Because railroad infrastructure is privately owned in the
533U.S., railroads are unwilling to make the necessary investments for electrification.

534 In Europe and elsewhere, railway networks are considered part of the national transport infrastructure,
535just like roads, highways and waterways, so are often financed by the state. Operators of the rolling
536stock pay fees according to rail use. This makes possible the large investments required for the
537technically and, in the long-term, also economically advantageous electrification.

5385.1 Power transmission

539
540Electrical circuits require two connections (or for three phase AC, three connections). From the
541beginning, the track was used for one side of the circuit. Unlike model railroads the track normally
542supplies only one side, the other side(s) of the circuit being provided separately.

5435.1.1 Overhead Lines

544Railways generally tend to prefer overhead lines, often called "catenaries" after the support system
545used to hold the wire parallel to the ground. Three collection methods are possible:

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546  Trolley pole: a long flexible pole, which engages the line with a wheel or shoe.
547  Bow collector: a frame that holds a long collecting rod against the wire.
548  Pantograph: a hinged frame that holds the collecting shoes against the wire in a fixed
549 geometry.

550

551
552 Fig5.2: Pentograph

5535.1.2 Third Rail

554Most electrification systems use overhead wires, but third rail is an option up to about 1,200 V. While
555use of a third rail does not require the use of DC, in practice, all third-rail systems use DC because it
556can carry 41% more power than an AC system operating at the same peak voltage. Third rail is more
557compact than overhead wires and can be used in smaller-diameter tunnels, an important factor for
558subway systems.

559Third rail systems can be designed to use top contact, side contact or bottom contact. Top contact is
560less safe, as the live rail is exposed to people treading on the rail unless an insulating hood is provided.
561Side- and bottom-contact third rail can easily have safety shields incorporated, carried by the rail itself.
562Uncovered top-contact third rails are vulnerable to disruption caused by ice, snow and fallen leaves.

563 DC systems (especially third rail systems) are limited to relatively low voltages and this can limit the
564size and speed of trains and cannot use low-level platform and also limit the amount of air-
565conditioning that the trains can provide. This may be a factor favouring overhead wires and high
566voltage AC, even for urban usage. In practice, the top speed of trains on third-rail systems is limited to

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567100 mph (160 km/h) because, above that speed, reliable contact between the shoe and the rail cannot
568be maintained.

5695.2 Electric Multiple Unit

570An electric multiple unit or EMU is a multiple unit train consisting of self-propelled carriages, using
571electricity as the motive power. An EMU requires no separate locomotive, as electric traction motors
572are incorporated within one or a number of the carriages.

573Most EMUs are used for passenger trains, but some have been built or converted for specialised non-
574passenger roles, such as carrying mail or luggage, or in departmental use, for example as de-icing
575trains. An EMU is usually formed of two or more semi-permanently coupled carriages, but
576electrically-powered single-unit railcars are also generally classed as EMUs.

577EMUs are popular on commuter and suburban rail networks around the world due to their fast
578acceleration and pollution-free operation. Being quieter than DMUs and locomotivedrawn trains,
579EMUs can operate later at night and more frequently without disturbing residents living near the
580railway lines. In addition, tunnel design for EMU trains is simpler as provisions do not need to be
581made for diesel exhaust fumes.

582

583

584

585

586

587

588

589
590

591
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592 6. ADVANTAGES AND DISADVANTAGES

593

5946.1 Advantages
595As compared to steam traction, electric traction has the following advantages.

596  Braking. It is possible to use regenerative braking in electric traction system. It leads to
597 the following
598  Cleanliness. Since it does not produce any smoke or corrosive fumes, electric traction is
599 most suited for underground and tube railways. Also, it causes no damage to the
600 buildings and other apparatus due to the absence of smoke and flue gases.

601  Maintenance Cost. The maintenance cost of an electric locomotive is nearly 50% of that
602 for a steam locomotive. Moreover, the maintenance time is also much less.
603  Starting Time. An electric locomotive can be started at a moment's notice whereas a
604 steam locomotive requires about two hours to heat up.
605  High Starting Torque. The motors used in electric traction have a very high starting
606 torque. Hence, it is possible to achieve higher accelerations of 1.5 to 2.5 km/h/s as against

6076.2 Disadvantages of Electric Traction

608

609  The most vital factor against electric traction is the initial high cost of laying out
610 overhead electric supply system. Unless the traffic to be handled is heavy, electric
611 traction becomes uneconomical.
612  Power failure for few minutes can cause traffic dislocation for hours.
613  Communication lines which usually run parallel to the power supply lines suffer from
614 electrical interference. Hence, these communication lines have either to be removed away
615 from the rail track or else underground cables have to be used for the purpose which
616 makes the entire system still more expensive.
617  Electric traction can be used only on those routes which have been electrified. Obviously,
618 this restriction does not apply to steam traction.
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619  Provision of a negative booster is essential in the case of electric traction. By avoiding the
620 flow of return currents through earth, it curtails corrosion of underground pipe work and
621 interference with telegraph and telephone circuits.
622
623
624
625
626
627
628
629
630
631
632
633
634
635
636
637
638
639
640
641
642
643
644
645
646
647
648
649
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650 7. CONCLUSION
651The global demand for electric traction systems has witnessed a steady rise in the past few years.
652Factors such as modernization of passenger railcars and growing urbanization, coupled with
653increase in electric locomotives, have primarily been the key driving forces for the market in the
654past few years.
655Furthermore, rise in induction of air-conditioned coaches has greatly increased the demand for
656electric traction systems, to complement the increased uptake of power. Significant transformation
657in railway connectivity, metro connectivity, and other rail-based transports are expected to further
658propel the market for electric traction systems in the near future.
659The use of electric locomotives in India is increasing at a very fast rate as diesel locos are being
660replaced by it due to its numerous advantages. Furthermore, new technologies are being innovated
661every single day like Driverless Trains, use of Artificial Intelligence in Railways,etc. While
662improving the speed and reducing the commuting time, special importance is being given at
663implementing safety technologies so that no compromise is being made with the safety of the
664passengers.
665
666

667

668
669
670
671

672

673

674

675

676

677

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678

679

680

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