ELECTRIC TRACTION

& UTILIZATION

PROF. PRASHANT R. PATIL

P.S.G.V.P. MANDALS D.N.PATEL COLLEGE OF ENGINEERING
DEPARTMENT OF ELECTRICAL ENGINEERING
SHAHADA
PROF. PRASHANT R. PATIL
ELECTRIC TRACTION SYSTEM

PROF. PRASHANT R. PATIL

UNIT-I ELECTRIC TRACTION SYSTEM

Introduction:

Act of drawing or state of being drawn propulsion of vehicle is

called tractions. There are various systems of traction prevailing in
our country such as steam engine drive, electric drive. These
systems of tractions may be classified broadly into groups namely
1) The traction system which do not involve the use of electricity at
any stage and called as non-electric tractions system such as steam
engine drive, IC engine drive etc.
2) The tractions system which involves the use of electricity at
some stage and called as electric tractions. System such a diesel
electric drive, electric drive etc.

PROF. PRASHANT R. PATIL

In India electrification in tractions are conducted with three types
of locomotives.
1. Using single phase A.C. series commutator motor.
2. Using D.C. motor with tapped transformer and rectifier.
3. Using phase converter and induction motors.

Existing Tractions System:

Existing tractions system uses D.C. motors.
a) The 25 KV over head voltage is step down to 2000 V with
the help of step down transformer.
b) Rectifier rectifies this A.C. voltage to D.C. voltage.
c) This rectified D.C. voltage is used to operate the D.C. motors
in existing system engine.

PROF. PRASHANT R. PATIL

Causes favouring the DC motors
1) D.C. series motors are less costly, however for some H.P more
efficient and requires less maintenance than A.C. series motor.
2) Rail conductor system of track electrifications which is less
costly with D.C. system than with A.C. system

Electrical transmission: Supply Systems of Electric Traction

The way of giving the power supply to locomotive unit is

generally referred as traction electrification system. Presently,
there are four types of track electrification systems are available
based on the availability of supply. These are
I. DC traction system
II. Single phase AC traction system
III. Three phase AC traction system
IV. Composite traction system
PROF. PRASHANT R. PATIL
PROF. PRASHANT R. PATIL
Future Trends Of Tractions System

There are some disadvantages of D.C. series motor used in

system.
1) D.C. motors commutator which prove to failure because of
vibrations and shock. This results in lots of sparking and
corrosion.
2) It is hard to use a D.C. motor for regenerative braking and for
this purpose extra switchgear is required, which adds to the
bulks and increases the complexity of the locomotives.

PROF. PRASHANT R. PATIL

This short coming from this overcome by using three phase A.C.
motor in locomotive. Microprocessor technology and availability
of efficient and compact power components have given a new
technology for A.C. locomotive.
1. In three phase A.C. locos, the single phase input signal from
overhead equipment is rectified
2. then three phase A.C. is generated with the help of three phase
inverter, whose phase voltage and frequency can be
manipulated widely.
3. The three phase induction motors are simple and robust in
construction and have a high operating efficiency and properly
of automatic regenerative braking with requiring additional
equipment.

PROF. PRASHANT R. PATIL

PROF. PRASHANT R. PATIL
There are three main stages in power circuit of three
phases locomotive.
Input converter
1. A transformer section step-down the
voltage from the 25 KV input.
2. This converter rectifies AC from
catenary to as specified dc voltage
using GTO thyristors.
3. It has filter and circuitry to provide a
fairly smooth and stable dc output, at
the same time attempting to ensure
good power factor.
4. The input converter can be configured
to present different power factor to
power supply.

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DC link
1. This is essentially a bank of capacitor and inductor or active
filter circuitry to further smooth.
2. Also to trap harmonics generated by drive converter and
traction motors.
3. The capacitor bank in this section can also provide a small
amount of reserve power in transient situations (e.g.,
pantograph bounce) if needed by the traction motors.

PROF. PRASHANT R. PATIL

Drive converter

This is basically an inverter which

consist of three thyristors based
components that switch on and off
at precise times under the control
of a microprocessor. The three
components produce three phase
of A.C. The microprocessor
controller can vary the switching
of thyristors and thereby produce
A.C. of wide range of frequency
and voltage.

PROF. PRASHANT R. PATIL

Advantages Of AC Motors Over DC Motors

1. DC motors use commutators which are prone to failure because

of vibration and shock, and which also result in a lot of sparking
and corrosion. Induction AC motors do not use commutators at
all.
2. It is hard to use a DC motor for regenerative braking, and the
extra switchgear for this adds to the bulk and complexity of the
loco. AC motors can fairly easily be used to generate power
during regenerative braking.
3. In addition, DC motors tend to draw power with a bad power
factor and injecting a lot of undesirable harmonics into the
power system.
4. AC motors have the advantage of a simpler construction.

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System Of Supply
25 kV AC single phase
For traction substation (TSS) the incoming EHV supply is
220/132/110/166KV through protective equipment it can be
transformed by using traction transformer to 25 KV AC single
phases.
Spacing between TSS is 30 KM to 40 KM depending upon the
traffic (load).
To avoid load on one phase and balancing the incoming supply
grid, the section TSS is divided into sub-sector through
switching posts.

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Traction transformer
There are two traction transformer connected in parallel of same
rating for the purpose of reliability the rating of transformer are
Capacity: 20,000 KVA. Frequency: 50 Hz
Full load: 25 KV Preferred: 0.9
Zero load: 27 KV

Power supply for signalling

For the purpose of signalling and reliable operation the 25 KV is

converted to 240 V through auxiliary transformer by tapping 25
KV OHE at the places where needed.

PROF. PRASHANT R. PATIL

DC Traction System
In this traction system, electrical motors are operates on DC supply
to produce necessary movement of the vehicle. Mostly DC series
motors are used in this system. For trolley buses and tramways,
DC compound motors are used where regenerative braking is
required.
The various operating voltages of DC traction system include
600V, 750 V, 1500V and 3000V.
DC supply at 600-750V is universally employed for tramways and
light metros in urban areas and for many suburban areas. This
supply is obtained from a third rail or conductor rail, which
involves very large currents.
DC supply at 1500- 3000 is used for main line services such as
light and heavy metros. This supply is drawn mostly from an
overhead line system that involves small currents.

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

PROF. PRASHANT R. PATIL

PROF. PRASHANT R. PATIL
The advantages of this system include
1. In case of heavy trains that require frequent and rapid
accelerations, DC traction motors are better choice as compared
AC motors.
2. DC train consumes less energy compared to AC unit for
operating same service conditions.
3. The equipment in DC traction system is less costly, lighter and
more efficient than AC traction system.
4. It causes no electrical interference with nearby communication
lines.
Despite all these advantages, DC electrical system necessitates
AC to DC conversion substations relatively at very short distances.
This is the main disadvantage of DC traction system.
That’s why this system is preferred only for suburban and road
transport services wherein stops are frequent and also distance
between stops is small.
PROF. PRASHANT R. PATIL
Single Phase AC Traction System:
In this type of traction system, AC series motors are used to produce
the propulsion of vehicle. This system uses AC voltages from 15-
25KV at a frequency of 16.7 (i.e., 16 2/3) or 25 Hz. This low
frequency leads to give better performance and more efficient
operation by the series motor.
This single phase supply is fed to the locomotive unit via a single
overhead line while track provides the return path.
The high voltages (15-25KV) obtained from overhead conductor are
stepped down to a suitable motor operating range (typically 300-
400V range) using step-down transformer carried by the locomotive
unit itself.
The secondary tapping of this transformer offer variable voltage to
AC series motor for speed regulation.

PROF. PRASHANT R. PATIL

The low frequency operation of overhead line reduces the
communication interferences. Also, the reactance of the line is
low at lower frequency and hence the voltage drop in the line is
reduced.
Because of this low line voltage drop, it is feasible to locate the
substations at 50 to 80kms apart from each other. Therefore, this
system is preferred for main line services where cost of overhead
system is not a much important factor and for suburban services
where rapid acceleration and retardation are not required.

PROF. PRASHANT R. PATIL

Three Phase AC Traction System:
In this, three phase induction motors are used for the movement of
locomotive. This system normally works on 3000-3600V AC at a
frequency either 16 2/3 or normal supply frequency.
This system employs two overhead lines for two phases, whereas
the track forms third phase. These conductors are powered from
substations which are rated at higher voltages and they receive
power from three-phase transmission lines.
The high voltages from transmission lines are stepped down to 3.3
KV (3000-3600 V) by transformers while the frequency is reduced
by frequency converters installed at substations.
The three phase induction motor used in this system has the
following characteristics; simple and robust construction, provision
of regenerative braking without additional equipment and high
operating efficiency, better performance, etc.

PROF. PRASHANT R. PATIL

However, these motors are suffer with some drawbacks such as
high starting current, low starting torque, complicated overhead
structure, especially at crossings and junctions and not suitable
constant speed characteristics of induction motor traction work.
These systems are adopted where high output power is required
and also where automatic regeneration braking is needed.
However, these systems do not found much favor compared to
other systems.

PROF. PRASHANT R. PATIL

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

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Single phase to three phase system:

This traction system is also called Kando system. It consists of

single phase16KV, 50 Hz supply which is fed from the substation
and is being carried through a single overhead conductor.
The single phase supply is then converted into three phase supply of
the same frequency using phase converter equipment in the
locomotive itself. The three phase supply is then fed to induction
motors to drive the locomotive.

PROF. PRASHANT R. PATIL

PROF. PRASHANT R. PATIL
It is also possible to develop high starting torque of induction
motors by reducing the supply frequency at ½ to 9 Hz by means of
inverter controlled through silicon controlled rectifiers.
The main advantage of this system is that the overhead two
conductor arrangement of three phase AC system is reduced to a
single overhead conductor and hence more economical.

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Single phase to DC system:

This traction system is most popular and widely used system

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

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PROF. PRASHANT R. PATIL
This single phase supply is then converted into DC using rectifier
(in the locomotive) and then applied to DC series motor.
The advantages of this system include higher starting efficiency, less
number of substations, simple substation design and lower cost of
fixed installations.

PROF. PRASHANT R. PATIL

Main Parts of AC Electric Locomotive:

PROF. PRASHANT R. PATIL

Main Function Of Various Components
The figure above shows the block diagram of an AC locomotive
system that employs single phase supply to drive three phase motor.
The various components of this system include overhead contact
wire, circuit breakers, pantograph, transformer, three phase traction
motor, rectifier, inverter, smoothing reactor, etc.

Catenary:
This is an overhead wire of
special cross section. The
catenary is supplied at 25
KV; 50 Hz supply. AC
voltage is trapped from
catenary by pantograph.

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PROF. PRASHANT R. PATIL
Pantograph:

Pantograph is a current
collecting device which is
mounted on both ends of
locomotive roof on insulator
and collect the current from
Over Head Extension and
supply it to power system of
locomotive at various speed
and different climate/wind
condition smoothly.

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 POWER SUPPLY IN ELECTRIC
TRACTION

•Conductor Rail System

•Overhead System

Contact strips

Horn

Pantograph arm

Fig: Pantograph and its parts

 Circuit Breaker:

The high voltage circuit

breaker is special type of
electro pneumatic
contactor mounted on the
roof of the loco. The
electrical equipment of
the loco is connected to or
disconnected from the
OHE by means of the
circuit breaker.

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 Loco Transformer:

This is a main transformer

of locomotive. The 25 KV
single phase AC power
supply of OHE is fed to
the winding of regulating
transformer through main
bushing. The winding is
equally divided into 32
taps. These taps are
connected to tap changer.

PROF. PRASHANT R. PATIL

 Tap Changer (Graduator):
1. The tap changer is directly built on to the transformer. The tapings of the
transformers are brought out and arranged in circular fashion on an insulated
contact plate.
2. There are two rows of contact segments which are aligned on outer and inner
circles of the contact plate.
3. An arm which is known as selector arm is driven by shaft at the centre of the
contact plate.
4. Two rollers are situated at the edge of the selector arm. These rings are
provided in front of the contact plate.
5. The centre shaft which extends outside the tap changer casing is driven by an
air servomotor.
6. The design of the air servo motor is such that once the selector arm begins its
movement, it can be stopped only at the required tap (not in between two
taps).
7. The connection between the inner or outer ring to the transformer is being
established by means of a contactor.
PROF. PRASHANT R. PATIL
PROF. PRASHANT R. PATIL
 Rectifier:
1. In electric loco mainly two silicon rectifier blocks RSI1 and
RSI2 are provided for converting AC to DC.
2. They are bridge connected.
3. Continuous current rating of each block is 1000 amps.

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Arno Converter:

1. Arno converter is a device

which convert single phase
AC in to three phase AC.
2. The three phase supply
needed for the three phase
induction motors which
used in blowers, exhausters
an oil pumps. To supply
three phase power to three
phase induction motors arno
converter is used.
3. Arno converter is rotating
device.

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Brief Data Of Arno Converter:
Single phase input Three phase output
KVA 150 KVA 120
Volts 380 Volts 380
Amps 395 Amps 190

Due to the voltage variation the speed of the Arno is also varies so
the three phase output supply is not constant but varies with the
OHE voltage which is not desired. Due to this reason now a days
Arno converter are replaced by solid state
static converter unit which is known as SI unit.

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Traction Motors (DC Series Motor):

1. The traction motor is a dc series motor, four pole or six pole,

forced ventilated machine arranged for axle mounting on
sleeve baring and supported on the opposite by the resilient
suspension unit, transverse movement is limited by the
flanges of axle.
2. These motors are axle hung, nose suspended type and are
provided with grease lubricated roller bearings for armature
as well as for suspension.
3. Special provision has been made in design of the motors to
ensure the locomotive operates satisfactorily on flooded
track, to max. Flood level of 20 cm , above rail level.

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PROF. PRASHANT R. PATIL
The main parts of motors are given below,

1. Magnet frame armature and shields.

2. Brush holders and brushes.
3. Commutator
4. Armature
5. Stator
6. Armature windings
7. Field windings
8. Inter poles
9. Armature bearings
10. Axle bearing

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 CONTROL OF DC TRACTION MOTORS

• Rheostatic Control •Series-Parallel Control

CONTROL OF DC TRACTION MOTORS (Contd.)

Field Weakening Method

• Diesel-Electric Locomotive Control

CONTROL OF AC INDUCTION MOTOR:

➢Rheostatic Control
➢Pole-Changing Control
➢Cascade Control
➢Combination of Cascading and Pole-Changing Control

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Choice of traction system-battery drive:
In terms of the operation of the rolling stock, power from the
overhead line is used for acceleration in electrified line sections, just
as with conventional AC trains. The batteries are charged by
regenerative power when braking, and by power from the overhead
line when coasting or stationary Fig-1. The energy of the battery,
which is charged from electrified line sections, is used to power the
train on non-electrified line sections Fig-2. The batteries are charged
from regenerative power when braking

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PROF. PRASHANT R. PATIL
PROF. PRASHANT R. PATIL
 Structure of a parallel hybrid electric vehicle:

Hybrid Drive:

Structure of a series-hybrid vehicle:

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Flywheel:
The flywheel is inserted in between the main energy storage
(assumed to be a battery) and the traction motor in an electric
vehicle. ... The maximum power from the battery decreases more
than ten times as the flywheel absorbs and supplies all the high
power fluxes occuring at acceleration and braking.

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Tramways:
A tram (in North America streetcar or trolley) is a rail vehicle that
runs on tramway tracks along public urban streets; some include
segments of segregated right-of-way. The lines or networks operated
by tramcars are called tramways. Historically the term electric
street railways was also used in the United States. In the United
States, the term tram has sometimes been used for rubber-
tired trackless trains, which are unrelated to other kinds of trams.

Trolley Bus:
A trolley pole is a tapered cylindrical pole of wood or metal, used to
transfer electricity from a "live" overhead wire to the control and the
electric traction motors of a tram or trolley bus. It is a type of current
collector. The use of overhead wire in a system of current

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