CHAPTER - 6 TRACTION MOTORS 61 Introduction : The success of an electric drive for any purpose depends on the correct choice of the drivi soe for the paicular conditions und which i as to operate, The followin ihe the ving reensdered in making this choice. eared ) |. Electrical characteristics: Starting characteristics Running characteristics Speed control Braking 2. Mechanical features: Types of enclosure Bearings ‘Transmission of motive power Noise 3. Size of motor ‘Whether for continuous, intermittent or variable load Whether its overload capacity and pull-out torque are adequate Capital cost Running cost Maintenance * Power factor Depreciation wen drive depends on a Jar} yy, the motor selected mus! Ultimately, one choice of an electric motor for a gi ge number of factors may not be satisfied by any type of motor. Ultimate! t be Ty compromise about a motor which satisfies maximu factor, which governs the choice of motor for a particular se overall cost. mm requirements. a rvice is the one which + Tequired service at the minimum ral features of traction motors: sue i yus con iti Olors used for electric traction operate under very siferent and 7 vat envionment, ThE Chet FAS nts of @ Who operate under normal industr traction motor are:138 Traction Mi 1, Electrical characteristics: i) High starting torque: A traction motor should have a very high starting torque as it has to haul the huge mass of the train, ii) Simple methods of speed control: The clectric train has to be started and stopped very ple. frequently and hence the starting and speed control methods must be iit) Selferelieving property: The speed-torque characteristics of the motor must be such that, the speed should decrease with the increase of load, During overloading, the is characteristic will be self protective because the output of the motor is proportional to the product of the torque and speed. iv) Simple methods of braking: Simple methods of rheostatic or regenerative braking must be applicable to traction motors. motors having \) Withstanding voltage fluctuations: Due to the heavy inrush of current during starting, there are bound to be voltage fluctuations and the traction motors must be able to withstand them. vi) Overload capacity: The traction motors must be capable of withstanding temporary overloads. ~ vii) Load sharing: Usually for traction purpose, more number of motors are_used.and hence, traction motors mechanically coupled together, when operated electrically in Parallel, must share the total load equally, 2. Mechanical features: i) Robust: The traction motors are subjected to vibrations continuously and hence must be mechanically strong. ° ii) Minimum weight: The weight of the traction motors must be minimum in order to increase the pay load capacity of the train, This can be achieved by using high speed motors. iii) Small diameter: The motor must have a small diameter as it is normally connected underneath the train coach in line with the axles. ¥ sess iv) Enclosed type: The traction motor must be totally enclosed type to provide Protection against dirt, dust, water, mud etc. eer v) Made of steel: The iron portion of the motor must be made of cast steel or fabricated steel to give good mechanical strength to the motor. However, no single motor can satisfy all the above requirements, The motors which meet most of these requirements are: Scanned by CamScannerics motors ) D.C ji) D.C compound motors ii) D: iy Single phase A.C series motor 0 ‘Three phase induction motors i 63 p.C series motors: sthe Fig6.1 represents the schematic diagram of a D.C series motor. 4 y= applied! voltage Re {, = armature current t B,= back emf v EtQ@R R,-= resistance of the series field winding j | R= resistance of the armature - Fig.6.1 By=V—1 (Ri + Re) 6.1) ‘The suitability of a D.C series motor for traction work is determined by its following characteristics. i) Electrical characteristic (Ty/l, characteristic): ‘The torque equation of D.C motors is given by : T.=0.159 621, () (62) ‘Where, Z = number of armature conductors P =iumber of poles Ty A = number of parallel paths +e 0 = flux per pole in Wb ~ T, = torque developed by the ‘armature in N-m For a d.c series motor, Z, P and A are constants. . aes oTaok but oak, « Tak 63) Fig.6.2 7" ‘The Tyl, characteristic is as shown in Fig.6.2. From the characteristic, we find that the starting torque of a D.C series motor is very high. B V-1(R, +R, Bg VMR HR)” pagee ee L(R,+Ry) (64) I As |, increases, the speed decreases because of two factors : Speed i) due to the increase of], (Ry + Rye) in the numerator and t ii) due to the increase of |, in the denominator When I, = 0, the speed is infinite, 7 7, The variation of speed N with respect to I, is as shown in Fig.6.3 * Fig.63. + ses with J,, From the characteristic. we find that the speed of a D.C series motor decreas which means that it is a widely speed variable motor. iti) Mechanical characteristic (N/T, characteristic) InaDCsseries motor, T, a 1? orl, a JT, Therefore, the variation of speed of a D.C series motor with I, is similar to the variation with respect to torque, except that the reed oT, variation is a bit slower. The N/T, characteristic of a D.C series ee motor is as shown in Fig.6.4, —_ . L The suitability of a D.C series motor for any service Toeque also depends on its performance characteristics i.e. variation of armature current, torque, efficiency and speed with respect to the output power as shown in Fig.6.5. Efficiency Speed Rated output After studying all the above characteristics of a D.C - series motor, the following conclusions may be made as far as its suitability to traction work, Flg.6.5 ~~ Output power |. The d.c series motor develops high starting torque and hence most suitable for traction work. 2. It is a variable speed motor and simple methods can be used to control its speed and hence suitable for traction work. 3. The output power varies as /T, and hence, they are self-relieving. 4, The commutation is good upto twice the full load, 5. The D.C series motors are not affected by supply voltage variations and are capable of withstanding overloads. i5. ENE WW series Motor Is simple and robust in construction. The D.C series motors are most suitable for urban and sub-urban services where high rate of acceleration and braking retardations are required. The main disadvantage is the problem of commutation and hence, there is restriction on speed, voltage and current. There is a risk of flashover and brush-gear requires frequent maintenance. 6.4 A.C. series motor: Out of all the single phase a.c motors, the compensated series type commutator motor is pest suited for traction. The construction of an a.c series motor is similar to that of a dic series motor with certain modifications such as : i) the whole magnetic circuit is laminated ii) the series field consists of only a few turns iii) the number of armature conductors are more’ iv) high resistance carbon brushes are used v) large number of poles with lesser flux Pet oe vi) very short air gaps Compensating windings © are “ vided to neutralize the effect of 4. " pro’ ature reaction and interpoles are id ed for better performance in yvii Interpole pro’ of higher efficiency and winding terms output. The schematic O-mrl greater of a single phase series * < Non-inductiye™ winding diag™ as shown in Fig.6.6. Non otor is erage value of torque Fig.6.6 : A.C series motor a i the motor is given by, ' develops ; Py. oe . To- aie A 65) = total number of armature conductors p=number of poles ’.- A= number of parallel paths . = maximum value of the flux Le r.m.s value of current “9 = phase angle between > and I,shown in Fig.6,7, +E OO LR. I 4 Fig.6.7 The flux 6 is produced by I, and is in phase with it. TsRye, TRp, IuRey LaRa are the resistive drops across the seties field, inter-pole circuit, compensating winding and armatue respectively. IXe IsXp, [sXe I:Xs are the réactance drops of the respective windings, The feactive drop due to series field I,X,. is much greater than the other reactance drops..The interpole circuit consists of the interpole winding in parallel with non-inductive shunt. Rp and Xp are the equivalent resistance and inductance of interpole parallel circuit.-The counter e.mfE acts opposite to its cause i.e, the flux @. The voltage applied E is the vector sum of the counter e.m.f reversed and all the resistive and reactive drops. The various characteristics of an a.c series motor are as follows: i) TAL, characteristic: From equation (6.5), we find that T.aol butoal, : + T, @ I upto saturation ie. upto point A. After saturation, @ is constant and T, a I,. The T, / I, characteristic is as shown in Fig.6.8. ii) NA, characteristic and N/T, characteristic () " Fig.6.9 In the case of an a.c series motor, for a given torque and applied voltage, the armature * current is same but the voltage drop is more than that in a d.c series motor and henee, == SP SE ee speed of the a. Series motor for a given current and torque is always less than that fora dic series motor as shown in Figs.6.9(a) and (b). iii) Performance curves Fig.6.10 shows the performance curves of an a.c series motor i.e. the curves of armature torque T,, the ‘output power P. the power factor, the efficiency and the speed with respect to the armature current I,, : From the study of the characteristics of an a.c series motor, =i the following conclusions can be made. . Fig.6:10 5 i) The a.c series has low starting torque and its speed decreases with the increase in load and hence, has the self-relieving property on. overloads. Such motors are useful for traction work. . ii) An ac series motor has poor p.f during starting and on-overloads, the efficiency is not aS good as:in d.c motors? Hence, for a given kW rating, the sizeof the ac series motor is 1.5 to 2 times the size of the d.c series motor and hence is costlier. Xi) ‘The speed of an a.c series moto? can be controlled effectively using tappings on the ~ transformer, which is not possible in a d.c series motor. A.C series motors are used for main line services and are not suitable for urban or sub-urban’ service becausé of low torque-and poor p.f during starting. However, a.c series motors hive better performance i.e: improved p-f, higher efficiency, improved commotation, better starting and fewer poles fora given output at reduced frequencies i.e. 16> or 25 Hz. The operating voltage fér a.c series motors is only of the order of 300 to 400 V. = 6.5 Three phases induction moto A 3-0 induction motor has the following advantages: i): “Simple and robust construction ) Trouble free operation Less’ maintenance and iv) Trouble free operation at high voltages ¥; itis not suitable for traction work, because of He the following reasons: Ais speed:torque characteristic is Mat.” «jv constant speed operation Maw ning ore - Be MENS otaiv) High staring current y) Complicated speed control systems and vi) Complicated overhead feeding systems. With the development of thyristorised inverter circuits, it is now possible to invert jhy supply and obtain a variable frequency supply which can be used for a 3- induction motor ang a very smooth speed control can be obtained. The advantages of using low frequency supply are that (i) the synchronous speed of the motor can be reduced to the actual speed of the motor tg get good efficiency and p-f (ii) the starting current of the motor is reduced. The distribution system for a 3-9 induction motor consists of two overhead wires and the track rail is used for the third phase to feed supply to the locomotive. This is a complicated overhead system and it is always dangerous to have a third rail as the third live wire. These drawbacks are overcome by using Kando system. In this system, single phase a.c supply is given to the locomotive from a single overhead wire and this single phase supply is converted into three phase supply in the locomotive with the help of three phase converters and fed to the motors. This type of supply system is used in Hungary and some sections of Italian railways. 6.6 Linear induction motor: A linear induction motor is a special type of induction motor which gives linear motion and works on the principle that ‘whenever a relative motion occurs between the field and the short circuited conductors, currents are induced in them resulting in the electromagnetic forces and under the influence of these forces, the conductors try to move in such a way as to eliminate the induced currents’. In this motor, the movement of the field is linear and hence the movement of the conductors is also linear. Construction: A linear induction motor consists of a field system having a 3-phase distributed winding placed in the slots as shown in Fig.6.11. The field system may be a single primary system as shown in Figs.6.11a(i) and 6.11(c) or double primary system as shown in Fig.6.11(b): The secondary of the linear induction motor is a conducting plate made of either copper oF, aluminium in which the eddy currents are induced. In a single primary system, a ferromagnetic plate is usually placed on the other side of the conducting plate to provide a path of Jow reluctance to the magnetic flux. In such a system, there is a possibility of the ferromagnetic plate being attracted towards the primary on energisation. This problem can be avoided by employing double primary system as shown in Fig.6.11(b). Whether the primary is short or the secondary is short depends on the operating distance. When the operating distance is large, the primary is made shorter than the secondary because. itis uneconomical to wind a long 3-¢ primary. When the operating distance is small, the short secondary form is used as shown in Fig.6.11(c). 3-phase primary 3-phase primary fol Sol_I6l_lolte_ie foLJolJolso_lo_ia ‘Secondary tic plat L ondary _FeTomagneic late @ fo (a) Short Single Primary 3-phase primary 3.phase primary Coste ioe _._SOLIoLle_to Jota 3 (1 Secondary. IST oer or emo, = Ferromagnetic plate — 3-phase primary Secondary Senter: & (6) Short Double Primary Fig.6.11 (c) Short Secondary Working principle: When a balanced 3- stipply'is given to the primary winding of the linear induction motor, a ate field moving in a straight line from one end to the other at a linear synchronous speed s 1s produced. The linear synchronous speed is given by Vs=2tf . m/s 65) Where, t = pole pitch in metres f = frequency of the supply in Hz As the flux moves linearly, it drags the plate along with it in the same direction. This reduces the relative speed of travel between the linearly moving flux and rotor plate. If the speed of the rotor plate becomes equal to the speed of the magnetic field, then the magnetic field appears to be stationary with respect to the rotor plate. If the rotor plate is moved faster than this speed, the direction of force would be reversed and a.form of regenerative braking based on the principle of induction generator will occur. The slip of linear induction motor is given by, : : gee (66) Shere, V = actual speed of the rotor plate__ Speedconteol of B.C meron: gy Sa ewewsea cost beeause ofthe reaction rl i, rote plate fied aong te cen i high cost involved sant involved in providing the three phase collect 4x pcountered in maintaining sufficient clearance at crossing pont. in a rotary and end effect. Jclerators for moving heavy trains from res up the nein or ares and Gas in marshalling yards in place of shunting locemtives. cjution motors are superior to retary induction motors were the sees ae 1200 kph, sech as for magnetically suspended trains. However de use of ncarindcen mir mite ely afew wpcaos ems ot fies and economic considerations eur inducton motor bas 98 ples anda pe pit of 52 cm nd at to propel an el re vale Find the Ben synchronns vet and ihe webct kmph if the supply frequency is 0 Hz and the lip 0.25. . the end effect inceasngeninterefplssetemouy nt Me om effect ofa inducion nor ar: til cost 5060460 1000 210m velocity Vg Bf = 2*(50K107) 450 530 mis = ation of maxi ve ay speed = Va (1 ~8}= 180 (1 -025)=135 Rach "imum speed due o centrifugal : theaing of stay ington heen 6.7 Speed contrel of D.C motors: a) Ordinary eheostatie control: Nomally ac series motors ae wsel fx elesins the not OF maves co; Portion, tinuously over coo ractom, jp the case of AC seses melo, on ofthe series fieldScanned by CamScannerScanned by CamScannerScanned by CamScanner62 Traction Motors t I 4 xdl5 + Lea, xa78}xs00 = 5X10.96x315 4 20,85,600 hs 262 < 500 = 20,85,600 W-S = h = (1,726.2 + 2445) x 500 1.000336) "= a99 Total energy losin staring resistance for 2 motors = 0.57933. Energy lost in each motor = FRyt = 500°x0.12x24 W-g = 220,000 yn 0.2 kWh 1,003,600 Energy output ofeach motor = (area of triangle OFG) x 1 ( 41,40, = Fx2axcoo x500 W-S = ~~ X = Lise 1000%3,600 SWH= 1-15 kWh Toval energy input per motor= 1.15 + 02 + 0.5793 = 1.9293 kwh Energy input for two motors = 1.9293x2 = 3.8586 kWh x LIS starting = ———x100 = 59.61% Efficiency of starting co ‘Check: Energy input for two motors = Vt, x14 Vtpx 20 750%300(10.96 + 2x13.04) =, queen es 1,000%3,600 ane SSE Total tractive effor is given by, j F, = 250,000 = 1,00,000N 800 V | F, = tractive effort required to overcome train resistance fy = Wr= 140 x40 = 5,600N F, = tractive effort required to BN Produce acceleration yd = 1,00,000 - 5,600 = 94,400 N = 2718 W.a 94,400 2778x1 => 124 kmphps \, 40 o ee a t= staring time = = = 5 18835 Resistance drop in each motor = IRq = 600x0,2 = 120 V ©. = acceleration = Biles Scanned by CamScannerScanned by CamScannerScanned by CamScannerScanned by CamScannerthe effect of line voltage variations, ee For ex. Consider a motor with 5% resistance drop which is regenerating fa The back e.m. of the motor is 5% more than the applied voltage. Now if th suddenly drops by 54! the back exm.f would be 10% more than the supply Voie? May, regenerated current could be doubled. On the other hand ifthe supply voltaye i, 2 a 5%, then the back e.m.f is equal to the applied voltage and hence, the Tegenerateg - Cao by to zero. If the supply voltage is increased by more than 5%, then the Tegenerate, reversed. Hence, the dc series motor is not suitable for regenerative braking. 1 , “ara i braking is to be employed for d.c series motors, they must be reconnected 8 shunt op sei Oa Cy Supppy "eh excited machines. The following are the two methods by which regenerative braking as ae de series motors. Sed fo I method: In this method, the ‘series motors are arranged as shunt motors during regeneration, with he the series fields connected across the supply in series with suitable resistances, The armatures of the motors are connected in parallel and the field i windings are connected in series as shown in = Motors Fig.6.28. Then the current from one motor is q fields Sufficient to excite the fields and that from the others can be returned to the supply. Such an arrangement is quite stable. Fig.6.28 TF there is any change in the supply voltage, it produces a change in the excitation and Corresponding change in the back e.m,f of the motors so that inherent compensation is provided, HI method: In this method, the oss of power in the resistances of the field circuit is obviated by using a separate exciter forthe field windings, This exciter is axle driven or driven by a motor Operated from an auxiliary supply. To secure compensation against line voltage variation, some form of differential winding is used on the excter. One such method is illustrated in Fig.6.29(a). A separate motor driven exciter has a separately excited winding and also a series winding connected in the main motor circuit in such a way that it opposes the separately excited winding during regeneration. Jt can thus be seen that a reduction in line voltage, which will tend to increase the regenerated current, will weaken the exciter field and counter act the change. The stabilizing resistance R also helpsin this action, Another method utilizes a stabilizing resistance and the exciter connected as poe! Fig.6.29(b). The current through the stabilizing resistance is the sum of the exciter ee the regenerated current and any increase in the latter means that ‘there will be a greater vo Se acide i drop in the resistance and therefore lees cunen through the ekciter circuit, again counter Scanned by CamScannerana neg mt) awa Percent NN worse NUS sy Tone bese tng. he aay eet he a he gam gm Le ret iar i ae mn aad ped BK he seers init te! 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