PRESENTATION ON

VOCATIONAL TRAINING AT
SOUTH EASTERN RAILWAY,
NORTH/ADRA DIVISION
 INTRODUCTION
IT MIGHT BE SURPRISING TO KNOW THAT IN ELECTRIC TRAINS, THE POWER COLLECTED
FROM THE OVERHEAD LINES ENDS UP IN THE GROUNDING CABLE OF THE TRACK AFTER
FLOWING THROUGH THE WHEELS. THREE PHASE POWER CONVERSION, REGENERATIVE
BRAKING AND ZIG-ZAG OVER HEADLINES - ALL THESE MAKE ELECTRIC TRAIN TECHNOLOGY
QUITE UNIQUE. LET’S UNDERSTAND ALL THE ENGINEERING BEHIND THE ELECTRIC TRAINS.
LET ME START FROM THE SIMPLEST POSSIBLE DESIGN.
 MOTOR IN ELECTRIC TRAINS

• For high traction like the train, the motor should supply a
high torque. Moreover, the torque curve should be uniform,
even if the motor speed varies.

• Three-phase induction motors are the perfect choice to

achieve high, uniform torque requirements.
• Stretching three-phase wire to power this motor is not a
good idea, as it’s highly uneconomical. That’s why a rectifier
and inverter is used to convert the single-phase supply to the
three-phase supply. A rectifier converts the single-phase AC
power into DC power, and then the inverter converts the DC
power into three-phase AC power.
•
ELECTRIC TRAINS SPEED CONTROL

1.REGENERATIVE BRAKING SYSTEM

In a normal induction motor the rotor speed is lower
than the speed of RMF. However, by lowering the
supply frequency we can reverse this condition.
Interestingly when RMF speed is lower than the rotor
speed, the direction of induced current in the rotor
bars reverses.

This makes the induced torque on the rotor in the

opposite direction. This is a perfect brake - a brake
without metal to metal contact. During this phase the
motor runs at generating mode.

Regenerative braking method can't stop the train

dead in its tracks. Because it doesn't work at low
speed. Which means it can slow the train down
PNEUMATIC BRAKING SYSTEM

• This is a different kind of mechanical

brake. Here the spring force and
compressed air forces are acting on the
piston in the opposite directions. The
interesting thing is that when the driver
releases the air from the cylinder, the
stretched spring pulls the piston towards
the wheel and the brake gets applied.
This brake system also provides security
in the case of air leakage or broken
compressor. The brake gets applied
automatically as pressure releases. The
pneumatic braking system is fitted under
every coach for each wheel pair.
HOW DO TRAIN COACHES GET POWER?

• Self generation
Let’s explore how the power is
supplied to each of the coaches.
One way to supply the power
supply for each coach's utilities is by
self-generation. An alternator is
mounted under the coach frame
and driven by a cardan shaft, which
is driven by a gearbox mounted on
the axle. Output is rectified and
charges a 110V DC battery, creating
a continuous power supply to
coaches.
HEAD ON GENERATION

• For power supply to the

entire train, the self-
generating method is not
efficient, as it produces very
fluctuating output power.
So the most common way
to supply power to the
coaches is head-on-
generation. In this method,
an extra winding is added
up in the locomotive
transformer, which supplies
the power to all the coaches
POWER SUPPLY IN RAILWAYS
SUBSTATION:
25 kV, AC, 50 Hz single phase power supply for electric traction is
derived from the grid of State Electricity Boards through traction
sub-stations located along the route of the electrified sections at
distance of 35 to 50 km apart. The distance between adjacent
substations may however be even less depending on intensity of
traffic and load of trains.
The Supply Authorities supply power at 220/132/110/66 kV
Extra HIGH Voltage (EHV) at each traction substation which is
owned, installed operated and maintained by the Railways.
The Railway receives 3-phase power supply from the supply
Authority at a single point near the grid substation from where
the Railway runs its own transmission lines providing its own
traction sub-stations.
OVERHEAD EQUIPMENT
 THE OVERHEAD LINE
This arrangement ensures that the pantograph's collector head
doesn't touch the overhead wire at a constant point of contact. Due
to this arrangement, the wear and tear is minimised.
Catenary wires are used to hold the contact wire in a straight
line. Contact wires are used to transmit power to a pantograph
of a locomotive.
PANTOGRAPH USED ON A TRAIN

• A modern pantograph is shown .

• Modern pantographs work on a pneumatic
mechanism. Based on the pressure of a
pneumatic system, the pantograph can adjust its
height. During height adjustment, the current-
collector remains always horizontal due to a four
bar linkage mechanism. The current-collector
has to be perfectly horizontal; otherwise, power
transmission will be in trouble. If for some
reason the pantograph loses its connection with
the wire, the train will continue its free run for a
few kilometres due to its high momentum.
ELECTRIC INSULATORS USED IN RAILWAYS:
Bracket Insulators:
Bracket insulators are widely used in overhead electrification systems. They serve the purpose of supporting conductors and providing
electrical isolation from supporting brackets or structures. Bracket insulators are available in various designs, including post-type and
suspension-type. Post-type insulators are directly fixed onto the supporting brackets, while suspension-type insulators are suspended from the
brackets using conductors.

- Strain Insulators:
Strain insulators, also known as tension insulators, are employed in sections where the overhead wires undergo tension due to thermal
expansion or other mechanical forces. These insulators are designed to withstand the mechanical stress and tension generated in the wires,
ensuring their stability and preventing sagging. Strain insulators are typically used at locations such as sharp curves, switch points, and
bridges.
- Stay Insulators:
Stay insulators are utilized to provide electrical isolation and support to the stay wires or guy wires used in the overhead electrification
systems. These insulators play a crucial role in maintaining the stability and proper alignment of the overhead wires, ensuring their safe and
reliable operation. Stay insulators are commonly used at intermediate points along the catenary system to anchor and support the wires.
-
• - Third Rail Insulators:
• Third rail insulators are specifically designed for railway systems that employ third
rail electrification. These insulators provide electrical isolation and support to the third
rail, which supplies power to the train. Third rail insulators are crucial in preventing
current leakage and ensuring safe power transmission. They are available in various
forms, including post-type and cantilever-type insulators, depending on the specific
system requirements.
• - Portal Insulators:
• Portal insulators are used in areas where the overhead wires pass through portal
structures such as tunnels or bridges. These insulators provide electrical isolation and
support to the overhead wires, allowing them to pass through the portals without any
interference. Portal insulators are designed to withstand the environmental conditions
and mechanical stresses associated with such structures.
• - Section Insulators:
• Section insulators are employed to divide the overhead electrification system
into sections, providing electrical isolation between them. These insulators are
used to control and isolate power supply to specific sections of the track,
facilitating maintenance work or managing power distribution. Section insulators
are crucial for ensuring efficient power management and fault detection within
the railway network