A

SEMINAR REPORT ON

ELECTRIC TRACTION SYSTEM

BY

RAHUL SURESH BHAKTE

T. E. ELECTRICAL

ROLL NO:

34006

UNDER THE GUIDANCE OF

Prof. Mrs. V.S. JAPE

IN PARTIAL FULFILLMENT OF

303145: SEMINAR AND TECHNICAL COMMUNICATION

T. E. ELECTRICAL ENGINEERING

SAVITRIBAI PHULE PUNE UNIVERSITY

ACADEMIC YEAR 2017-18

Department of Electrical Engineering

P. E. SS MODERN COLLEGE OF ENGINEERING,

SHIVAJINAGAR, PUNE 411 005

PESs Modern College Of Engineering, Shivajinagar,Pune-05 Page 1

 P. E. Ss
Modern College of Engineering,
Shivajinagar, Pune 411 005
Department of Electrical Engineering

CERTIFICATE

This is to certify that the seminar report entitled Electric Traction System, submitted by Rahul Suresh
Bhakte, Roll no 34006, is record of bonafied work carried out by him, under the guidance, in partial fulfillment of
requirement of T. E. Electrical Engineering of Savitribai Phule Pune University, during the academic year 2017-
18.

Date: 28/09/2017
Place:

Prof. Dr. (Mrs.) N. R. KULKARNI Prof. Mrs.V.S. JAPE

(H. O. D.) (GUIDE)

Department of Electrical Engineering Department of Electrical Engineering

External Examiner

PESs Modern College Of Engineering, Shivajinagar,Pune-05 Page 2

 ACKNOWLEGMENT

It gives me great pleasure on bringing out the seminar entitled " Electric Traction System "

I express my deep sense of gratitude and sincere regards to my guide

Prof. V.S. Jape. Her timely guidance and friendly discussion had helped me in selecting this current topic and
completing my seminar work.

I would like to thank Head of the dept. Dr. N.R. Kulkarni for providing all the facilities in the department
which helped me during my seminar work.

I would also like to thank all those who directly or indirectly helped me during my seminar work.

Roll No. 34006

Exam Seat No.

T.E. (Electrical)

Name of Student - Rahul Suresh Bhakte

PESs Modern College Of Engineering, Shivajinagar,Pune-05 Page 3

 ABSTRACT

Electric Traction System

The movement of any vehicle is called as traction. Traction system is classified into two categories, Electric Traction
system and Non Electric Traction System. when there is no any use of electrical energy for the movement of vehicle
then this type of system is known as Non Electric Traction System. And when there is a use of electrical energy for the
movement of vehicle then it is called as Electric Traction System. Indian Railway decided in 1957 to adopt the 25 KV
system of electrification as a standard. In the present state of electrical science and practice, electric traction must be
considered as a branch of the electrical transmission of energy. First of all requires a natural source of energy, such as
coal or other fuel, or water at a high elevation or in motion. In the next place, require a prime mover to transform
energy into work, such as a steam or gas engine, a turbine, or water- or tide-wheel. Then this work has to be transformed
into electric current, by means of a dynamo or magneto-electric machine, the so-called primary machine. The electric
current has then to be transmitted from the place where it is produced to the place where it has to be used, by means of a
conductor or a storage battery. An electric locomotive is essentially a box of full of transformer and semiconductors. A
pantograph collects electricity from overhead wire and transferred to a transformer , which sets the electrical power to
the desired voltage. From the transformer the alternating current drawn from the overhead conductor transfers to the
traction motor through main and auxiliary inverters which converts alternating current into direct current. Then this
power is fed to the traction motors which drives the wheels.

Electric Traction is cheapest method if all methods of traction as well it is free from smoke
and flue gasses. The maintenance cost required is also near about 50% of steam traction system. In electric traction,
regenerative breaking is used which feeds back 40% of the energy and also saving in high grade coal. On the other
hand, high initial expenditure is required and in case of power failure the hole system becomes rest. Electric
locomotives have to move only on electrified track also there is Interference with telegraphs and telegraph lines. This
type of System is used in Electric railways and also in metro railways.

Topic Page No.

PESs Modern College Of Engineering, Shivajinagar,Pune-05 Page 4
 INDE 1 Historical Background 6
X
2 Introduction 8
3 System of Electrification 9
4 Ideal Requirements 12
5 Working 14
6 Component Used 15
7 Braking 17
8 Leading Traction System 19
9 Present Status of Electric Traction System 21

1. HIST
ORI 10 Modern Trends in Electric Traction System 22
CAL
BAC
11 Advantages and Disadvantages 23
KGR
OUN 12 References 24

D 13 Conclusion 25

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

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

1.1 1500 V DC

Railway electrification in India began with the inauguration of the first electric train between Bombay Victoria
Terminus and Kurla on Harbour Line on 3 February 1925 on the then existing Great Indian Peninsula Railway

PESs Modern College Of Engineering, Shivajinagar,Pune-05 Page 5

(GIPR) at 1500 V DC. Heavy gradients on the Western Ghats necessitated the introduction of electric traction on
the GIPR up to Igatpuri on the North East line and to Pune on the South East line. 1500 V DC traction was
introduced on the suburban section of the then existing Bombay, Baroda and Central India Railway between
Colaba and Borivili on 5 January 1928 and between Madras Beach and Tambaram of the then existing Madras and
Southern Mahratta Railway on 11 May 1931. All this was primarily to meet the growing traffic on these metros.
The last section of 1500 V DC in India from Chatrapati Shivaji Terminus Mumbai to Panvel and Thane to Vashi
was upgraded to 25kV AC on April 2016.

1.2 3000 V DC

The electrification of the Howrah-Burdwan section of the Eastern Railway was done at 3000 V DC and completed
in 1958. The first 3000 V DC EMU services were inaugurated in Howrah-Sheoraphuli section on 14 December
1957. The last section of 3000 V DC in India from Howrah to Burdwan was upgraded to 25kV AC in 1968.

1.3 25 kV AC

The 25 kV AC system of traction emerged as an economical system of electrification as a result of research and
trials in Europe, particularly on French Railways (SNCF). Indian Railways decided in 1957 to adopt the 25 kV AC
system of electrification as a standard, with SNCF as their consultant in the initial stages.

The first section electrified on the 25 kV AC system was Raj Kharswan Dongoaposi on the South Eastern
Railway in 1960. The first 25 kV AC EMUs which were for Kolkata suburban services were inaugurated in
September 1962. With a view to provide continuity of traction system, the Howrah Burdwan section of the
Eastern Railway and Madras Beach Tambaram section of the Southern Railway were converted to the 25 kV AC
system by 1968.

1.4 Conversion

Considering the limitations in the existing DC traction system, a decision was taken to convert to 25 kV AC
traction during 1996-97. Conversion from DC traction to AC traction was completed in the year 2012 by Western
Railway and in 2016 by Central Railway. With this, the entire electrified mainline rail network in India now uses
25kv AC. Since then, DC traction is used only for metros and trams.

1.5 Organisation

The electrification office was set up in Calcutta as "Project Office for Railway Electrification (PORE)" in 1951,
when electrification of the Howrah Burdwan section of the Eastern Railway was taken up. A General Manager
headed the "Railway Electrification Organisation" set up at Calcutta in 1959. In 1961, the Northern Railway
electrification office was set up at Allahabad for the electrification of the Mughalsarai New Delhi section. This
office was headed by an Engineer-in-Chief. On the recommendation of the J. Raj Committee report in 1978, a
number of electrification works were included in the Pink Book, and a "Railway Electrification Headquarters"
came into being. Since most of the sanctioned electrification works were falling in the Central and Southern
regions of the country, the headquarters of electrification was set up at Nagpur and functioned under the charge of
an Additional General Manager from 1982 to 1984. The Railway Electrification headquarters was shifted to
Allahabad under the Additional General Manager from January 1985 and was renamed to "Central Organisation

PESs Modern College Of Engineering, Shivajinagar,Pune-05 Page 6

 for Railway Electrification (CORE)". A regular General Manager was posted at the CORE, Allahabad from July
1987 onwards and this continues till today

1.6 What is Electric Traction System?

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

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

1.7 Non-electric traction system

A traction system that doesnt use electrical energy for the movement of vehicle at any stage is referred as non-
electric traction system.

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

2. REQUIREMENTS OF IDEAL TRACTION SYSTEM

1. High traction effort for the movement of vehicle.
2. Equipment should be capable of overloads for short period.
3. The wear caused on the track should be minimum.
4. Braking should be possible without excessive wear on the brush.
5. Low initial and maintenance cost.
6. Clean i.e. No pollution.
7. High coefficient of Adhesion (sticking of any two body).

PESs Modern College Of Engineering, Shivajinagar,Pune-05 Page 7

PESs Modern College Of Engineering, Shivajinagar,Pune-05 Page 8
3. SYSTEM OF ELECTRIFICATION
1. D.C. system.
2. A.C. system.

2.1 Three phase A.C. system.

2.2 Single phase standard frequency system.

2.3 Single phase low frequency system.

2.4 Single phase to three phase system [kondo system].

2.5 e.g 600v dc is given to tramways and trolley buses.

3.1 DC TRACTION SYSTEM

DC traction units use direct current drawn from either a conductor rail or an overhead line.

The most popular line voltages for overhead wire supply systems 1500V DC and 3000V DC.
600V DC750V DC volt range used for third rail systems (a means of providing electric power to a railway train,
through a semi-continuous rigid conductor placed alongside or between the rails of a railway track and that
additional rail is called conductor rail)
Disadvantages- expensive substations are required at frequent intervals and the overhead wire or third rail must be
relatively large and heavy.
The low-voltage, series-wound, direct-current motor is well suited to railroad traction, being simple to construct
and easy to control. DC Traction
AC Traction units draw alternating current from an overhead line.
Typical Voltages Used are:
15 kV AC, 16 Hz (16.7 Hz)
25 kV AC, 50 Hz 25 kV AC, 60 Hz
Fewer substations are required and the lighter overhead current supply wire can be used
Reduced weight of support structure
Reduced capital cost of electrification AC Traction

3.2 AC TRACTION SYSTEM

AC Traction units draw alternating current from an overhead line.

Typical Voltages Used are: 15 kV AC, 16 Hz (16.7 Hz)
25 kV AC, 50 Hz
25 kV AC, 60 Hz
Fewer substations are required and the lighter overhead current supply wire can be used
Reduced weight of support structure
Reduced capital cost of electrification

PESs Modern College Of Engineering, Shivajinagar,Pune-05 Page 9

 3.2.1 ADVANTAGES OF AC TRACTION SYSTEMS

High power-to-weight ratio than forms of traction such as diesel or steam that generate power requiring on board
prime mover. higher power-to-weight ratio, resulting in
Fewer locomotives
Faster acceleration
Higher practical limit of power
Higher limit of speed
Higher hauling capability
No exhaust fumes or carbon emissions
Less noise pollution (quieter operation)
The maintenance cost of an electric locomotive is nearly 50% of that for a steam locomotive. Moreover, the
maintenance time is also much less.

3.2.2 DISADVANTAGES OF AC TRACTION SYSTEMS

Significant capital cost of electrification

Increased maintenance cost of the lines
Overhead wires further limit the clearance in tunnels
Upgrading brings significant cost, especially where tunnels and bridges and other obstructions have to be altered
for clearance
Railway Traction needs immune power, with no cuts, warranting duplication of Transmission and Distribution
systems, which obviously comes at a Premium Price

3.3 MULTI SYSTEM

Because of the variety of railway electrification systems, which can vary even within a country, trains often have to
pass from one system to another. One way to accomplish this is by changing locomotives at the switching stations.
These stations have overhead wires that can be switched from one voltage to another and so the train arrives with
one locomotive and then departs with another.
Often, this is inconvenient and time-consuming Another way is to use multi-system locomotives that can operate
under several different voltages and current types. In Europe, it is common to use four-system locomotives (1.5 kV
DC, 3 kV DC, 15 kV 16 Hz AC, 25 kV, 50 Hz AC)

4. SCHEMATIC DIAGRAM OF AC LOCOMOTIVE

PESs Modern College Of Engineering, Shivajinagar,Pune-05 Page 10

4.1 WORKING OF ELECTRIC LOCOMOTIVE

PESs Modern College Of Engineering, Shivajinagar,Pune-05 Page 11

 Unlike steam and diesel locomotives, electric locomotives do not carry any fuel and energy source. The energy
drives them may be located hundreds of kilometers away from the locomotive itself. Electricity produced at a
distant power station is conveyed to the locomotive through overhead conductors. An electric Locomotive is
essentially a box full of transformer and Semiconductors. As shown in schematic diagram pantograph collects
electricity from overhead conductor and transfers it to a transformer which sets the electrical power to the desired
voltage. A connection with axle brushes completes the circuit. From the transformer the alternating current drawn
from the overhead wire is transferred to a main rectifier which convert it to a direct current. The main and auxiliary
inverter convert current it to a direct current. The 3 phase alternating current powers the Traction motors which
drives the wheel.
Many small but important components are also needed. Auxiliary and Main inverter
powers these smaller components. Transformer and rectifiers produce a lot of heat and have tobe kept cool. This
important job is done by cooling fans which are powered by the auxiliary inverter. A compressor also powered by
the auxiliary inverters, supplies air at a required pleasure to operate the pantograph. A battery provides the power
for start up operations and also supplies essential circuits. The battery is usually connected across DC controlled
supply circuit. Finally the traction motors produce a lot of heat and requires cooling. The traction motors are cooled
by separate cooling fans which also draw the power from auxiliary inverter and rectifier.
So thats how the electric locomotives work.

5. DIFFERENT COMPONENTS USED IN ELECTRIC TRACTION SYSTEM

PESs Modern College Of Engineering, Shivajinagar,Pune-05 Page 12

 5.1 Pantograph

5.2 Tap Changer

5.3 Circuit Breaker

5.4 Loco Transformer

5.5 Rectifier

5.6 Traction Motor

5.1 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.

5.2 TAP CHANGER

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.

5.3 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.

5.4 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.

5.5 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.

PESs Modern College Of Engineering, Shivajinagar,Pune-05 Page 13

 5.6 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.

PESs Modern College Of Engineering, Shivajinagar,Pune-05 Page 14

 Braking

Generally braking is classified into two types in the traction.

1) Electrical braking.

a) Plugging
b) Rheostatic or dynamic braking.
c) Regenerative braking.

2) Mechanical braking.

a) Compressed air brakes

b) Vacuum brakes
c) Hydraulic brakes

PLUGGING

o Plugging is a method of braking used in induction motors. Plugging involves interchanging the supply to two of the
stator phase windings. This method is used in applications which require immediate stop applications. When the
phase supply is reversed, torque is produced in the opposite direction. This leads to braking of the electric motor.
o Motors which are operated this way have a plugging switch. This switch operates when the stop command is given
to the motor circuit. The operation of this switch applies reverses the supply to two of the windings. When the
motor comes to a complete halt, this reversed supply is disconnected.

Dynamic breaking

Another method of reversing the direction of torque and braking the motor is dynamic braking. In this method of
braking the motor which is at a running condition is disconnected from the source and connected across a
resistance. When the motor is disconnected from the source, the rotor keeps rotating due to inertia and it works as a
self excited generator. When the motor works as a generator the flow of the electric current and torque reverses.
During braking to maintain the steady torque sectional resistances are cut out one by one.

Regenerative braking

Regenerative braking takes place whenever the speed of the motor exceeds the synchronous speed. This baking
method is called regenerative braking because here the motor works as generator and supply itself is given power
from the load, i.e. motors. The main criteria for regenerative braking is that the rotor has to rotate at a speed higher
than synchronous speed, only then the motor will act as a generator and the direction of electric current flow
through the circuit and direction of the torque reverses and braking takes place. The only disadvantage of this type
of braking is that the motor has to run at super synchronous speed which may damage the motor mechanically and
electrically, but regenerative braking can be done at sub synchronous speed if the variable frequency source is
available

Leading Traction System

PESs Modern College Of Engineering, Shivajinagar,Pune-05 Page 15

1. Now a days magnetic traction is being used in bullet trains (also called as Shinkansen- high speed network of
railway lines) operated by four Japan Railways Group Companies, comprising over 2400 km of lines with max.
speeds of 240-300km/h.
2. Test runs have reached 443 km/h (275 mph) for conventional rail in 1996, and up to a world record 581 km/h
(361 mph) for maglev trainsets in 2003.
3. Uses a 25,000 V AC overhead power supply.
4. Annual Passenger traffic of over 300 million per year with an economic impact of 500 billion per year.
5. Shinkansen's average arrival time was within six seconds of the scheduled time including all natural and human
accidents and errors.
6. Shinkansen trains are electric multiple unit style, offering high acceleration and deceleration.
7. The Shinkansen employs an ATC (Automatic Train Control) system, manages all train operations, and all tasks
relating to train movement, track, station and schedule are networked and computerized.

Schenatic Diagram of Bullet train

PESs Modern College Of Engineering, Shivajinagar,Pune-05 Page 16

Present Status of electric traction

PESs Modern College Of Engineering, Shivajinagar,Pune-05 Page 17

 Country Railway Length (Km) Electrified Length (Km)

1 United States
226,427 <1,000

2 Russia
128,000 50,000

3 China
98,000 48,000

4 India
65,000 22,224

5 Canada
46,552 129

6 Australia
38,445 2,715

7 Germany
37,679 20,497

8 Argentina
35,897 136

9 South Africa
31,000 24,800

10 France
29,901 15,140

PESs Modern College Of Engineering, Shivajinagar,Pune-05 Page 18

 Modern Trends in Electrical Traction System
Multi-Stage Converters:
1. The multi-stage converter has a chain of 4 converters per phase (4-Stage Converter), with a Main converter that
manages more than 80 % of the total power.
2. Three Slave converters that take the rest of the power (less than 20%).
3. It can generate almost perfect current & voltage waveforms, because it is modulated by amplitude instead of pulse-
width modulation.
4. It can generate near sinusoidal voltages with only fundamental frequency switching.
5. It have almost no electromagnetic interference of common mode voltages.
6. They are suitable for large volt-ampere rated motor drives & high voltages and it is lower frequency devices.

PESs Modern College Of Engineering, Shivajinagar,Pune-05 Page 19

 ADANTAGES OF ELECTIC TRACTION
Cheapness : It is cheapest method if all methods of traction.

Cleanliness : It is free from smoke and flue gasses.

Maintenance cost : Maintenance and repair cost is about 50% of steam traction system.

Starting time : It can be started without loss of time.

High starting torque : This system uses of D.C & A.C series motor, which has a very high starting torque.

Braking : In electric traction, regenerative breaking is used which feeds back 40% of the energy.

Saving in high grade coal : No coal is required for electric traction.

DISADVANTAGES OF ELECTRIC TRACTION

1. High initial expenditure.

2. Failure of supply is a problem.

3. Electrically operated vehicles have to move only on electrified track.

4. For braking & control, addition equipments required.

5. Interference with telegraphs and telegraph lines.

PESs Modern College Of Engineering, Shivajinagar,Pune-05 Page 20

REFERENCES:
Electric Traction by M. Rao
Modern electric traction by H. Pratab
Wikipidea

PESs Modern College Of Engineering, Shivajinagar,Pune-05 Page 21

 CONCLUSION:
No single motor is ideal for traction purposes. But; DC series motors are most suitable for this work
Power electronics has been restored to in a major way for conversion and control operations.
Different type of braking were discussed out of which regenerative is most efficient.
Though electric locomotives are more efficient than steam and diesel locomotives.

PESs Modern College Of Engineering, Shivajinagar,Pune-05 Page 22