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Modern design of onboard traction transformers

Conference Paper · October 2014

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 rd
3 International Colloquium Transformer Research and Asset Management
Split, Croatia, October 15 – 17, 2014

Mario Jurković Ivan Sitar

Končar D&ST d.d. Končar D&ST d.d.
mario.jurkovic@koncar-dst.hr ivan.sitar@koncar-dst.hr

Damir Žarko
University of Zagreb, Faculty of Electrical Engineering and Computing
damir.zarko@fer.hr

MODERN DESIGN OF ONBOARD TRACTION TRANSFORMERS

SUMMARY

This paper describes modern design of an onboard traction transformer, i.e. design of the active
part and cooling system depending on application and use of special materials.
The influence of power supply characteristics (AC or DC) on transformer design and differences
between uni and multi-system transformer design have been presented.
Finally, it is described how the harmonics in the load current influence the transformer design,
especially the design of the cooling system.

Key words: traction transformers, multi-winding transformer, railway vehicles, multi-system

locomotives, current harmonics, high thermal class, synthetic ester, Nomex

1. INTRODUCTION

Onboard traction transformers are used for power supply of railway electric vehicles from the
catenary system, such as high-speed trains, electric multiple units (EMUs) and electric locomotives,
connected to 50, 60 and 16.7 Hz AC networks. Traction transformers for multi-system locomotives and
trains, besides AC networks, operate on DC networks (1.5 or 3 kV) as well. Besides traction windings,
transformer consists of high voltage winding (primary winding), filter winding, auxiliary winding and heater
winding, according to customer specification.
Onboard traction transformers are installed on a vehicle and must be placed in an area defined
by the requirements of designers in accordance with vehicle specifications. Main transformer is the
heaviest single component of the vehicle, hence its optimization has the utmost importance for designers.
Transformer dimensions (volume and mass) must meet severe mechanical constraints of the train as a
whole without impairing vehicle’s performance and reliability.
The load current of the traction transformers is nonsinusoidal due to harmonic distortion caused
by power converter as a nonlinear load. In the process of transformer design, it is necessary to calculate
and predict the influence of current harmonics as precisely as possible. The influence of harmonics higher
than predicted causes an increase in additional losses and temperature, consequently reducing the
transformer’s efficiency and insulation lifetime, which directly affects the reliability and reduces
transformer’s lifetime.
Specifics of traction transformers are frequent load (overload) changes and exploitation in
dynamic conditions (vehicle movement) and in proximity of people. Hence, for construction of traction
transformers high temperature class materials are used, which have increased safety on flammability,
have a high environmental compatibility, and are resistant to vibration.

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2. MECHANICAL CONSTRAINTS

2.1. Mechanical constraints

The construction, design and driving characteristics of the train define the construction and
design characteristics of the traction transformer. Due to space limitations of the train, traction transformer
needs to have minimum dimensions. The energy efficiency of the train directly depends on its overall
mass. Therefore, the mass of the train equipment has to be minimized. This is very important for the
transformer since it is the heaviest single component on the train. In some cases, when the transformer is
located under the floor, the mass is not necessarily minimized. The mass optimization of the transformer
must not affect its reliability and safe operation.
Transformer consists of active part (magnetic core and windings) and transformer tank (including
accessories and cooling unit). The tank holds all transformer mass and through its structure the
transformer is fixed to the vehicle. Due to dynamic conditions (train movement) all transformer parts and
components have to be shock resistant. This is confirmed with tests. According to the last edition of IEC
standard for traction transformers [1], shock and vibration withstand test is classified as a type test and
should be performed on every new transformer design. In [2] it is shown that construction design of the
traction transformer is first verified by numerical analysis using computer program based on finite element
method and then by testing which verified the design numerical simulations and proved the reliability of
the product, which is important to the customer. Experimental control of numerical results was done by
measuring strains during simple pressure probe. At the bottom panel, where maximum displacements
occur, the differences were less than 3%. During the tests the unit was fixed to the steel platform of the
shaking table by means of two plate supports. Every accelerometer was identified for each measuring
position by a number (Figure 1). During the tests the unit was in non-operating conditions [2].

Figure 1 - Position of accelerometers during testing [2]

Traction transformers are designed in such manner to ensure very simple access to built-in
equipment, and its construction has to meet strict criteria of accessibility and reliability of equipment,
which brings costs of transformer maintenance to a minimum.

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 With regard to location on the vehicle, modern traction transformers can be divided into three
main groups:
a) under floor;
b) machine room;
c) roof assembly.
Traction transformers located under floor are usually used in electric locomotives, they have a limited
height and are designed so that they have optimal mass with regard to stability of the vehicle, which is not
minimal mass in most cases, i.e. they lower the center of gravity of the vehicle. Traction transformers
located in the machine room (there are designs that are located half under floor and half in machine
room) are also used in electric locomotives. They have limitation in length and width (height can also be
limited, but it is not so crucial as length and width). Traction transformers located on the roof are used in
low-floor trains, which are more suitable for people, especially for the disabled, due to easier access. Low
floor also enables shorter dwelling times at stations, permitting faster services and better utilization of line
capacity. They are optimized to have minimal mass because they have high impact on stability of the
vehicle as they raise the center of gravity. They also have dimension limitations, especially width and
height (length is not a problem in most cases).

2.2. External magnetic field density

Modern designed traction transformers are built with relatively high leakage impedance.
Therefore, magnetic flux density can reach considerable amounts outside transformer tank in certain
operating modes. Railway utility specifications usually define and limit electromagnetic fields in rolling
stocks. The reason for this is the interference of magnetic field with axle counting systems and similar
devices, and possible hazardous effects on human health due to excessive exposure to non-ionizing
electromagnetic fields.
Modern approach to calculation of external magnetic field density is shown in [3]. The traction
transformer for Končar EMU was modeled using Infolytica MagNet, a program based on finite element
method. The analysis were made for seven different operating modes and seven different distributions of
magnetic flux density were obtained at distances 400, 600 and 1000 mm away from the bottom of the
tank. An investigation of the minimum transformer tank wall thickness was made in order to ensure
compatibility with DIN VDE standard [8], which defines exposure levels to the electromagnetic fields
including fields generated by the components of the catenary system. At 50 Hz, limit value of the
magnetic flux density defined by DIN is 75 µT at 100 mm from the component. Finally, it is shown that the
measured and computed values are in very good agreement. The developed calculation has proved to be
useful tool for calculation and scaling of this type of transformer.

3. ACTIVE PART

3.1. Core

Magnetic core is usually made of cold rolled grain oriented magnetic steel. Onboard traction
transformers are single-phase transformers so there are two types of cores:
a) Core-type
b) Shell-type
Figure 2 shows cross section of a core-type core of single-phase transformer, which has two main legs,
and Figure 3 shows cross section of a shell-type core of single-phase transformer, which has one main,
and two auxiliary legs. The diameter of auxiliary legs and yoke is ideally half of diameter of the main leg,
but in practice it is between 0.5 and 0.56 of the main leg diameter, depending of discretized sheet size
and lamination stacking factor. Labels C and E represent height of the core window and distance between
centerline of the legs, respectively.

3
 Figure 2 - Cross section of core-type transformer Figure 3 - Cross section of shell-type transformer
core core

3.2. Windings

Onboard traction transformer has multiple windings on its core, whose number depends on
customer requirements: high voltage winding, traction windings, filter windings, heater windings and
auxiliary windings. Absorption circuit reactors can be integrated in the same tank.
Winding material is usually copper due to higher allowed maximum temperature during short
circuit (250 or 350 °C depending of the insulation system) as opposed to aluminium which has 200 °C
(regardless of the insulation system) [4].
Figure 4 shows winding scheme of the traction transformer for Končar EMU which has one high
voltage winding on primary side, and on secondary side it has four traction windings, one filter winding,
one heating winding and one auxiliary winding. Figure 5 shows winding layout in the core window of the
traction transformer for Končar EMU, according to scheme in Figure 4.
One of the main characteristics of transformers is short-circuit voltage, which is simple to
calculate for two-winding transformer. Due to multiple windings and complex layout, this calculation
becomes very complicated, and it is also necessary to calculate short-circuit voltages for all combinations
of windings. This is obtained through various analytical methods and especially through experience of
designers. In addition, finite element method (FEM) programs are sometimes used.

Figure 4 - Winding scheme of traction transformer for Končar EMU

4
 Figure 5 - Winding layout in core window of traction transformer for Končar EMU

4. INSULATING MATERIALS OF HIGH THERMAL CLASS

4.1. Classification of thermal classes and insulation systems

An insulation system used in liquid-immersed transformers contains one or more solid materials
for insulating the conductive parts and a liquid for insulation and heat transfer. This insulation shall
withstand the electrical, mechanical, and thermal stresses for the expected life of the device. Table I gives
a list of preferred insulation system thermal classes and the associated hot-spot temperature [5]. The
maximum hot-spot operating temperature is reached by adding the rated ambient temperature of the
transformer (often 40°C), a temperature rise, and a 10 °C hot-spot allowance.

Table I - Preferred insulation system thermal classes [5]

Thermal class Hot-spot temperature
°C
105 98
120 110
130 120
140 130
155 145
180 170
200 190
220 210

Since ageing and lifetime of the insulation system so strongly depend on the temperature,
combinations of insulating materials with different thermal capabilities are used within a unit in order to
optimize the thermal and economical design of the transformer [5]. Three distinct insulation systems are
defined, based on the degree of high-temperature insulation content:
a) conventional insulation system – insulation system consisting of solid insulation materials
used throughout the transformer and insulating liquid operating at temperatures within the
normal thermal limits specified in IEC 60076-2 [5]
b) high-temperature insulation system – insulation system consisting of high-temperature
insulation used throughout the transformer, except for some insulation components in lower

5
 temperature areas, together with high-temperature insulating liquid, capable of operating at
higher than conventional top liquid, average winding and hot-spot temperature rises [5]
c) hybrid insulation system – insulation system consisting of high-temperature solid insulation
capable of operating above conventional temperatures, combined with conventional solid
insulation and an insulating liquid, operating at conventional temperatures [5]
With regard to insulation system, modern traction transformers are designed in class A, hybrid
class F or class H (thermal classes 105, 155 and 180 respectively, according to Table I). Class A is used
in traction transformers which do not have high overloads, such as transformers used in long-way railway
vehicles that have uniform driving and do not have many stoppings. Classes F and H are used in traction
transformers which have frequent load changes, high overloads and are used in dynamic conditions.
Moreover, using insulating materials of high thermal class is essential in traction transformers because it
allows high current densities, which allows reduction in copper conductor cross-section area and
therefore in size and mass of the transformer.

4.2. Synthetic esters in traction transformers

Synthetic esters are used mainly in distribution and special transformers where fire safety and
environmental protection are the prime concern. Natural and synthetic ester-based dielectric fluids
constitute an alternative to the usage of traditional mineral fluids which are not environmentally friendly
because of the low biodegradation rate and low fire resistance (the flash point of mineral oil is
approximately 140–150°C, which makes this type of oil a considerable fire hazard in the case of
malfunction). Fire safety and environmental protection of synthetic esters are especially important in
traction transformers due to exploitation in proximity of people.
Main advantages of synthetic esters compared to other insulating fluids are the higher fire point,
they are environmentally friendly liquids (readily biodegradable, non-toxic and non-water hazardous) and
have higher moisture tolerance. Their fire point reaches more than 300°C, which is classified as class K
according to IEC 61100. Because of that, synthetic esters are mainly used in ecologically sensitive
surroundings like rivers, lakes, drinking and groundwater reserves and in places where stringent fire
safety regulations apply. Figure 6 shows comparison of biodegradation rates of transformer fluids. Both
natural and synthetic esters are classified as being “readily biodegradable” which means that 60%
biodegradation must occur within 10 days of exceeding 10% degradation and at least 60% degradation
must occur by day 28 of the test. Synthetic esters also have very high moisture tolerance, which may
slow down insulation ageing. On the other hand, synthetic esters have higher viscosity in comparison with
mineral oil (about three times higher at room temperature) [6]. Midel 7131 is an example of synthetic ester
and is used in traction transformer for Končar EMU.

Figure 6 - Comparison of biodegradation rates [6]

Material compatibility is of high importance in transformer industries. As a general rule, materials

that are used in the manufacture of standard mineral oil-filled transformers are compatible with Midel
7131. However, special tests are needed to prove compatibility of Midel 7131 and high temperature class
materials used in traction transformers. Tests of compatibility of Midel 7131 with all materials are done by
performing accelerated ageing of the samples using guidelines set out in ASTM D-3455. In [6] Nomex, H-
NBR, glass cloth-epoxy resin laminate, silicone sealant, polyester tapes, polyamide strips, plywood,

6
bonded pressboard and strings made from natural fibres were tested and they satisfied the test
requirements.
Insulating liquid in a transformer must ensure the transfer of heat. The viscosity of the oil is a
critical property as it affects its cooling performance. At the normal operating temperature of a
transformer, the viscosity of ester fluid is higher than that of mineral oil, but lower than that of silicone oil.
This reduces the fluid flow rate for a given dynamic head causing a higher temperature difference
between top and bottom of the cooling device. This is significant for naturally cooled transformers, as the
mean oil temperature rise is controlled by the cooler capacity while top oil is controlled by the natural
thermosyphonic fluid flow and is effectively summation of mean oil rise and half the top to bottom fluid
rise. Where the cooling system uses forced directed flow, the effect is minimal, providing that the correct
rating of the pump is used to take into account the higher impedance to fluid flow due to higher viscosity.
The net effect is that for naturally cooled transformers, the top oil and thus hot spot temperature rises will
be higher with esters than with mineral oil. For synthetic ester filled transformers, analyses and
measurements on models and completed transformers have shown that when good design rules are
followed and MIDEL 7131 as cooling medium has been used, winding temperature increases only several
degrees compared to mineral oil units [6].

4.3. Solid insulation and gasket materials

4.3.1. Nomex

Nomex is a synthetic aromatic polyamide, polymer known as aramid. Nowadays hybrid insulation
systems, which have some parts of cellulose insulation replaced with Nomex, are often used in
transformers. Colder regions in a transformer are insulated with traditional materials (cellulose), and
Nomex is used in warmer regions. Stability at high temperatures, high dielectric strength, low loss factor
at operating temperature and low moisture absorption are obtained by replacing classic cellulose paper
with Nomex. Nomex is officially classified as a 220 °C insulation material. Figure 7 shows that
temperature has low impact on electrical properties of Nomex [7].

Figure 7 - Temperature impact on electrical properties of Nomex, type 410 - 0,25 mm [7]

Nomex is compatible with all transformer insulating media (mineral, silicone and synthetic esters).
Insulation system Nomex – synthetic ester has proven to be adequate for application in thermal class F
(155) and it can be used in the following cases [7]:
a) to reduce mass of the transformer if nominal data is given,
b) to increase nominal data if mass and dimensions of the transformer are given,
c) to improve thermal properties due to overload,
d) to avoid risk of fire.
The only disadvantage of this system is high price. Part of solid insulation that is not in direct contact with
high temperatures can be replaced with cheaper materials of thermal class F, which was the case with
traction transformer for Končar EMU. In that transformer, Nomex T410 was used for conductor insulation,
layer insulation and insulation of connections [7].

7
4.3.2. Glass epoxy cloth (HGW)

Material made of glass fabric and binder based on epoxy resins, thermal class F and H, has a
great part in insulation of traction transformer for Končar EMU. Material is specified as type EP GC 203
according IEC 60893. HGW material in this transformer was used as a carrier for connection conductors,
panel for the distribution of oil, bolts, nuts, insulation tubes and endfiller strips (collars). Silicone gasket
was used for sealing HGW parts [7].

4.3.3. Gasket materials

In traction transformer for Končar EMU H-NBR, hydrogenated nitrile butadiene rubber (highly
saturated nitrile) was used as a gasket material. This material was selected due to its improved
characteristics compared to the conventional NBR, especially wider thermal stability (range from -30 to
150 °C), better chemical resistance and higher tensile strength [7].

5. POWER SUPPLY

5.1. DC networks
th
At the beginning of the 20 Century most electric railways used a DC power supply with voltages
in the range of 600 V to 3 kV. These relatively low voltages could be fed directly to the traction motors, so
keeping the construction of locomotives simple. However, the currents required to deliver the necessary
power were very high (often in the order of several thousand Amperes over prolonged periods), calling for
either a third rail or a heavy catenary [9].
In the case of DC network, traction windings are used as line filter reactors or chopper reactors.

5.2. AC networks
th
Starting from the early years of the 20 Century, and increasingly during the 1920s to 1950s,
higher transmission voltages were implemented (notably in the US but also Germany and France). These
permitted lower currents (so there is less copper used in transformer) and consequently reductions in
both the mass and the cost of the third rail. Due to less copper there is reduction in dimensions, and due
to lower currents there is lower impact of external magnetic fields. Modern state-of-the-art railway
networks use high voltage AC systems in which the catenary voltage ranges from 15 kV 16.7 Hz (in
Switzerland, Germany, Austria, Sweden and Norway) to 25 kV 50/60 Hz (in many other countries). The
lighter catenary construction not only reduces costs but also permits faster running. Speeds above 250
km/h would not be feasible without an AC system [9].
Besides the lighter catenary, the major advantage of the higher voltage lies in reduction of the
number of feeding substations required (typically every 20 to 25 km at 15 kV and 50 km for 25 kV, instead
of every 10 km at 1.5 kV DC) [9].
Figure 8 shows traction transformer for Končar EMU produced by Končar Distribution and special
transformers, which has an integrated cooling system.

Figure 8 - Traction transformer for Končar EMU

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5.3. Multi-system traction transformers

There are five different electrical railway power supply systems in Europe, i.e. 15 and 25 kVAC,
and 0.75, 1.5 and 3 kVDC. When crossing state borders with different supply systems passengers have to
leave one train and go to the other. Because of that, multi-system locomotives that can operate on all
networks were designed.
The typical multi-system traction chain comprises of up to four pantographs for AC and DC
operation and the AC and DC main circuit breakers. In [10] a multi-system locomotive Re 484 for Swiss
nd
Federal Railways (SBB) is presented. The main transformer, the 2 harmonic resonant reactor and the
chopper reactors are arranged in the transformer tank. The traction transformer for 15 kV/16.7 Hz and 25
kV/50 Hz has four secondary traction windings, one harmonic filter winding and another for the train
supply. The voltage change-over between 15 kV and 25 kV takes place on the secondary side of the
transformer. For DC operation the traction secondary windings are used as input filter reactor. There are
two critical design parameters, i.e. transformer has to be designed for two different AC supply frequencies
(50 Hz and 16.7 Hz) and reactors have to be designed for DC operation and different supply systems (1.5
and 3 kV) [10].
Figure 9 shows traction circuit for one bogie of locomotive Re 484. For AC operation two 4-
quadrant converters feed the two motor inverters. In 3 kVDC operation both traction transformer windings
are connected in series to achieve the required 50 Hz input impedance for the vehicle. Two of the 4-
quadrant converter phases are used as step-down chopper which control the DC-link voltage between 2.1
to 2.8 kV. In the 1.5 kVDC operation both input choppers are configured as a step-up chopper, which
increases the line voltage to a constant DC-link voltage between 2.1 and 2.8 kV depending on motor
speed and torque [10].

Figure 9 - Traction circuit for one bogie in AC (left), 3 kVDC (right) and 1.5 kVDC mode (bottom) [10]

6. HARMONICS

The load current of the traction transformers is not sinusoidal due to harmonic distortion caused
by nonlinear loads. A harmonic is a component frequency of the signal that is an integer multiple of the
fundamental frequency. The harmonics have the property of being all periodic with respect to the
fundamental frequency, therefore the sum of harmonics is also periodic to that frequency. Harmonic
frequency components added together result in a distorted fundamental frequency waveform [11].
While designing the transformer it is necessary to calculate and predict the influence of
harmonics as precise as possible. The influence of harmonics higher than predicted causes an increase
in additional losses and temperature, consequently reducing the transformer’s efficiency and insulation
lifetime which directly affects the reliability and reduces transformer’s life duration [11].
A cooling system is important part of the transformer. Due to high current density and the
presence of harmonics, the overall losses in the traction transformer are extremely high so the cooling
system has to be properly designed. This regularly means that cooling system has one oil pump (or few, if
the main pump fails) for oil directed or forced cooling in primary cooling circuit, and fans (or pumps) for air
(or water) forced cooling in the secondary cooling circuit. In some cases with low losses natural cooling is
used if the temperature rise is satisfactory with regard to insulation thermal class.

9
 7. CONCLUSION

Onboard traction transformers have to meet a set of very strict performance criteria. Because of
that transformer has a special mechanical construction and it is designed using high thermal class
insulation materials, which are environmentally friendly and safe to use in proximity of people. Design of
the transformer needs to ensure simple access to built-in equipment (such as pump for cooling system,
oil level indicator, dehydrating breather, etc.) and equipment has to meet very strict criteria of accessibility
and reliability.
Accurate model of traction transformer for external magnetic field calculation is necessary in
order to determine that external magnetic field remains in the limits of allowed values when transformer
active part and tank are appropriately designed.
Traction transformers for multi-system networks represent one of the most sophisticated versions
of traction transformers because they have to be designed for two different frequencies, i.e. voltages,
which requires additional assembly for shifting between the voltage levels. Multi-system transformers also
operate on DC networks, which means that their traction windings have to be properly designed with
appropriate reactance in the DC mode.
On the transformer, as well as on other parts of the traction system, the influence of the
nonsinusoidal distorted current is significant. Thus it is clear that routine, type and special transformer
tests performed with the sinusoidal current by the manufacturer in the test station cannot always be
consistent with measurements performed on railway test facilities if the harmonic spectrum is not
precisely calculated in the design stage of the transformer.

8. REFERENCES
rd
[1] IEC 60310 Railway applications – Traction transformers and inductors on board rolling stock, 3
ed., February 2004
th
[2] D. Semenski et al., “Shock and Vibration of Transformer for EMU Trains”, 26 Danubia-Adria
Symposium on Advances in Experimental Mechanics, Montanuniversität Leoben, Austria, 2009.
[3] I. Sitar et al., “External Magnetic Field Density of Main Traction Transformer for EMU”, Advanced
Research Workshop on Transformers (ARWtr2010), Santiago de Compostela, Spain, 3. – 6.
October 2010
[4] I. Sitar, S. Nedić, “Influence of new insulation materials on characteristics and design of oil
transformers” (in Croatian), 9. HRO CIGRÉ Conference, Cavtat, Croatia, 8. – 12. November 2009,
Paper A2-03
[5] IEC 60076-14 Power transformers – Part 14: Liquid-immersed power transformers using high-
temperature insulation materials, September 2013
[6] I. Radić et al., “Synthetic esters in power and special transformers”, International Colloquium
Transformer Research and Asset Management, Dubrovnik, Croatia, May 16 – 18, 2012
[7] I. Radić et al., “Insulating materials of high thermal class” (in Croatian), 9. HRO CIGRÉ
Conference, Cavtat, Croatia, 8. – 12. November 2009, Paper D1-01
[8] DIN VDE 0848 Teil 4/A3 1995-07 Sicherheit in elektromagnetichen Feldern – Schutz von Personen
im Frequenzbereich von 0 bis 30 kHz
[9] ABB, “Trained to fit”, ABB Review 3/2006, March 2006
[10] C. Gerster et al., “Advanced Multi-System Traction Chain for Locomotives and Power Heads”,
EPE-PEMC 2004, Topic 14-2: Rail electrical vehicles, Riga, Latvia, 2004.
[11] I. Sitar, N. Meško, “Influence of the harmonics in the load current on design of the traction
transformers”, Proceedings of 31th Conference on transportation Systems with International
Participations, Automation in Transportation, 2011

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