Unit 5, 6 &7

Electric Traction

1. Discuss the advantages and disadvantages of electric traction. (June 2015)

Solution: - Electric traction system has many advantages compared to non-electric traction
systems. The following are the advantages of electric traction:
 Electric traction system is more clean and easy to handle.
 No need of storage of coal and %cater that in t um reduces the maintenance cost as well
as the saving of high-grade coal.
 Electric energy drawn from the supply distribution system is sufficient to maintain the
common necessities of locomotives such as fans and lights; therefore, there is no need of
providing additional generators.
 The maintenance and running costs are comparatively low.
 The speed control of the electric motor is easy.
 Regenerative braking is possible so that the energy can be fed back to the supply system
during the braking period.
 In electric traction system, in addition to the mechanical braking. Electrical braking can
also be used that reduces the wear on the brake shoes, wheels, etc.
 Electrically operated vehicles can withstand for overloads, as the system is capable of
drawing more energy from the system.
 In addition to the above advantages the electric traction system suffers from the
following drawbacks:
 Electric traction system involves high erection cost of power system: “Interference
causes to the communication lines due to the overhead distribution networks.
 The failure of power supply brings whole traction system to stand still.
 In an electric traction system. the electrically operated vehicles have to move only on the
electrified routes.
 Additional equipment should be needed for the provision of regenerative braking. it will
increase the overall cost of installation. .

2. Explain the terms Tractive effort and co-efficient of Adhesion. (June 2015)
Solution: -
3. Assuming Trapezoidal speed – time curve, derive equations for i) total distance travelled
by the train between two stops and ii) Maximum velocity.
(June 2015), (Dec 2014)
Solution: -
 4. Define Specific energy output and specific energy consumption of the train, Derive
the Expression of specific energy output using simplified speed time curve.
(June 2015), (June 2014), (June 2013), (Dec2013)
Solution: -Specific Energy Output It is the energy output of the driving wheel expressed in watt-
hour (Wh) per tonne-km (t-km) of the train.It can be found by first converting the energy output
into Wh and then dividing it by the mass of the train in tonne and route distance in km. Hence,
unit of specific energy output generally used in railway work is: Wh/tonne-km.
Evaluation of Specific Energy Output : We will first calculate the total energy output of the
driving axles and then divide it by train mass in tonne and route length in km to find the
specific energy output. It will be presumed that:
 There is a gradient of G throughout the run and
  Power remains ON up to the end of free nm in the case of trapezoidal curve and up to
the accelerating period in the case of quadrilateral curve.
(a) Energy required for train acceleration (Ea)
As seen from trapezoidal diagram of Fig.1,
Ea =Fa x distance OAD= 277.8 α Me * ½ Vm t1
joules = 277.8 α Me x ½ Vm * Vm/ α joules

It will be seen that since Vm is in km/h, it has been converted into m/s by multiplying it
with the conversion factor of (1000/3600). In the case of (Vm/t), conversion factors for
Vm and a being the same, they cancel out. Since 1 Wh = 3600 J.

(b) Energy required for overcoming gradient (Eg) :E = Fg X D1

where 'D" is the total distance over which power remains ON.
Its maximum value equals the distance represented by the area OABE. From the start to the end
of free-running period in the case of trapezoidal curve.
Substituting the value of Fg , we get
Eg = 98 MG. (1000 D1) joules = 98,000 MGD' joules
It has been assumed that D1 is in km
When expressed in Wh, it becomes
E = 98,000 MGD’ 1/3600 Wh= 27.25 MGD1 Wh

5. Explain series parallel control of dc motors. Discuss how the energy is saved in this
method.
June 2015
Solution: -
6. Discuss the lighting system and its accessories in the train. June
2015
Solution: - Train lighting is one of the important passenger amenities which influence the image
of Railways. Although first train ran on 16th April 1883 from Mumbai CST to Thane, train
lighting system through axle driven dynamo pioneered by M/s. J. Stone & Co. came to Indian
Railways only by 1930. Dynamo / Brushless alternator driven from axle through flat / ‘V’ belts,
supplies the load when train is in motion and charges the batteries. The batteries supply the load
when train is stationary. Following systems for train lighting are presently in use – 1) Axle driven
system working on 110 V DC supply. 2) Mid on generation with 415 V, 3 Phase generation AC
110 V utilization. 3) End on generation with 3 Phase 415 V generation and AC 110 V utilization 4)
End on generation with 3 Phase 750 V generation and AC 110 V utilization A decision has been
taken that all coaches now being built will have only 110 V system. The coaches operated in 24 V
system have already been converted to 110 V system.

1.1 AXLE GENERATION SYSTEM WORKING ON 24 V DC. Coaches provided with D.C.
dynamo/brushless alternator were driven from coach axle through flat belt or V belts on pulleys.
The pulleys are mounted on axle as well as dynamo/brushless alternator. The generation
equipment used for axle generation are as follows – a) 60 A and 100 A Dynamos with inherent
regulation b) 100 A (3 KW) and 150 A (4.5 KW) brushless alternators with external regulation for
MG & BG respectively.
All D.C dynamos have already been replaced by brushless alternators in view of
simplicity in maintenance and superior characteristics for both high and low speeds. No new DC
dynamos are being procured and this system is practically non-existent at present. Lead acid
batteries of standard capacity 210 Ah, or 320 Ah are provided in each coach depending on the
connected load of the coach. Normally, each coach should be able to meet its own load
independently. Emergency feed terminal boards are provided at each end of the coach to enable
feeding from the adjoining coaches on either side. This emergency feed is availed of only in case
the coach is unable to feed the load due to missing/defective generating equipment, regulator or
batteries. Provision is made for charging the batteries from external source by means of a terminal
board. Incandescent / fluorescent lamps are provided in the coach for lighting purposes. Fixed
type Fans 400 mm in II class coaches and 200 mm in I, II & III AC coaches, are provided.

7. Discuss the direct steam engine system with their advantages and disadvantages. (Dec
2014)
Solution: -
8. Define the following terms: i) Crest Speed ii) Schedule Speed iii) Average Speed (Dec
2014)
Solution: -

9. What is electric traction system? What are the requirements of an ideal traction system?
(June /July 2014)
Solution: -The Propulsion of a heavy vehicle is called Traction. If electricity is used for the
propulsion, itis called Electric Traction.
REQUIREMENTS OF AN IDEAL TRACTION SYSTEM
The requirements of an ideal traction system are :
1. High adhesion coefficient, so that high tractive effort at the start is possible to have
rapid acceleration.
2. The locomotive or train unit should be self-contained so that it can run on any route.
3. Minimum wear on the track.
4. It should be possible to overload the equipment for short periods.
5. The equipment required should be minimum, of high efficiency and low initial and
mainte-nance cost.
6. It should be pollution free.
7. Speed control should be easy.
8. Braking should be such that minimum wear is caused on the brake shoes, and if
possible the energy should be regenerated and returned to the supply during braking
period.
9. There should be no interference to the communication lines (Telephone and telegraph
lines) running the track.

10. An electric train is to have acceleration and braking retardation of 1.2 km/ hour/sec
and 4.8 Km/hour/sec respectively. If the ratio of maximum to average speed is 1.6 and
time for stops 35 seconds, find schedule speed for a run of 3 km. Assume simplified
trapezoidal speed timecurve.
(June 2014)
Solution: -
11. An electric locomotive weighing 100 tonne can just accelerate a train of 500 tonne
(trailing weight) with an acceleration of 1 km/h/s on an up-gradient of 0.1%. Train
resistance is 45 N/t and rotational inertia is 10%. If this locomotive is helped by another
locomotive of weight 120 tonne, find: (i) the trailing weight that can now be hauled up the
same gradient under the same conditions. (ii) The maximum gradient, if the trailing hauled
load remains unchanged. Assume adhesive weight expressed as percentage of total dead
weight as 0.8 for both locomotives.
(June /July
2014)
12. What is regenerative braking system? Derive the expression for energy returned during
regeneration. (June 2014), (Dec2013), (June 2015)
Solution: -In order to achieve the regenerative braking, it is essential that (i) the voltage generated
by the machine should exceed the supply voltage and (ii) the voltage should be kept at this value,
irrespective of machine speed. Fig. (a) shows the case of 4 series motors connected in parallel
during normal running i.e. motoring.
One method of connection during regenerative barking, is to arrange the machines as shunt
machines, with series fields of 3 machines connected across the supply in series with suitable
resistance. One of the field winding is still kept in series across the 4 parallel armatures as shown
in figure (b).
The machine acts as a compound generator. (with slight differential compounding) Such an
arrangement is quiet stable; any change in line voltage produces a change in excitation which
produces corresponding change in e.m.f. of motors, so that inherent compensation is provided
e.g. let the line voltage tends to increase beyond the e.m.f. of generators. The increased voltage
across the shunt circuit increases the excitation thereby increasing the generated voltage. Vice-
versa is also true. The arrangement is therefore self compensating.

D.C. series motor can‘t be used for regenerative braking without modification for obvious
reasons. During regeneration current through armature reverses; and excitation has to be
maintained. Hence field connection must be reversed.

13. What are the advantages and disadvantages of regenerative braking? (June /July 2014)
Solution: -Regenerative braking effect drops off at lower speeds; therefore the friction brake is
still required in order to bring the vehicle to a complete halt. Physical locking of the rotor is also
required to prevent vehicles from rolling down hills. The friction brake is a necessary back-up in
the event of failure of the regenerative brake.
Most road vehicles with regenerative braking only have power on some wheels (as in a two-
wheel drive car) and regenerative braking power only applies to such wheels because they are the
 only wheels linked to the drive motor, so in order to provide controlled braking under difficult
conditions (such as in wet roads) friction based braking is necessary on the other wheels.
The amount of electrical energy capable of dissipation is limited by either the capacity of the
supply system to absorb this energy or on the state of charge of the battery or capacitors. Effective
regenerative braking can only occur if the battery or capacitors are not fully charged. For this
reason, it is normal to also incorporate dynamic braking to absorb the excess energy.

14. Mention the advantages and limitations of electric drives. (Dec2013)

Solution: -Almost all modern industrial and commercial undertakings employ electric drive in
preference to mechanical drive because it possesses the following advantages :
1. It is simple in construction and has less maintenance cost
2. Its speed control is easy and smooth
3. It is neat, clean and free from any smoke or flue gases
4. It can be installed at any desired convenient place thus affording more flexibility in the
layout
5. It can be remotely controlled
6. Being compact, it requires less space
7. It can be started immediately without any loss of time
8. It has comparatively longer life.

15. A train runs between two stations 1.6 km apart at an average speed of 36 km/h. If the
maximum speed is to be limited to 72 km/h, acceleration to 2.7 km/h/s, coasting
retardation to 0.18 km/h/s and braking retardation to 3.2 km/h/s, compute the duration
of acceleration, coasting and braking periods. Assume a simplified speed/time curve.
(Dec2013/Jan 2014)

16. Define Tractive effort. Derive an expression for tractive effort of train considering its
movement on an upward gradient and having track resistance. Tractive Effort for
Propulsion of a Train (Dec 2014),(Dec2013), (June2013)
Solution: - The tractive effort (Ft) is the force developed by the traction unit at the rim of the driving
wheels for moving the unit itself and its train (trailing load). The tractive effort required for train
propulsion on a level track is
Ft = Fa + Fr
If gradients are involved, the above expression becomes
Ft = Fa + Fg + Fr — for ascending gradient =
Fa − Fg + Fr — for descending gradient
where Fa = force required for giving linear acceleration to the train
Fg = force required to overcome the effect of gravity
Fr = force required to overcome resistance to train motion.
(a) Value of Fa
If M is the dead (or stationary) mass of the train and a its linear acceleration, then
Fa = Ma
Since a train has rotating parts like wheels, axles, motor armatures and gearing etc., its effective
(or accelerating) mass Me is more (about 8 − 15%) than its stationary mass.
These parts have to be given angular acceleration at the same time as the whole train is
accelerated in the linear direction.
Hence, Fe = Mea
(ii) If Me is in tonne and α in km/h/s, then converting them into absolute units, we have Fa =
(1000 Me) × (1000/3600) a = 277.8 Me a newton
(b) Value of Fg
As seen from Fig. 43.13, Fg = W sin θ = Mg sin θ
In railway practice, gradient is expressed as the rise (in metres) a track distance of 100 m and is
called percentage gradient.Therefore % G = 100/100
AC /AC = = 100 sin θ Substituting the value of sin θ in the above equation, we
Get Fg = Mg G/100 = 9.8 × 10−2 MG
(i) When M is in kg, Fg = 9.8 × 10−2 MG newton
(ii) When M is given in tonne, then
Fg = 9.8 × 10−2 (1000 M) G = 98 MG Newton

Value of Fr
Train resistance comprises all those forces which oppose its motion. It consists of mechanical
resistance and wind resistance. Mechanical resistance itself is made up of internal and external
resistances. The internal resistance comprises friction at journals, axles, guides and buffers etc.
The external resistance consists of friction between wheels and rails and flange friction etc.
Mechanical resistance is almost independent of train speed but depends on its weight. The wind
riction varies directly as the square of the train speed. If r is specific resistance of the train i.e.
resistance offered per unit mass of the train, then Fr = M.r.
(i) If r is in newton per kg of train mass and M is the train mass in kg, then
Fr = M.r newton
(ii) If r is in newton per tonne train mass (N/t) and M is in tonne (t), then
Fr = M tonne × r = Mr newton*
Hence, expression for total tractive effort becomes
Ft = Fa ± Fg + Fr = (277.8 α Me ± 98 MG + Mr) newton
Please remember that here M is in tonne, α in km/h/s, G is in metres per 100 m of track
length (i.e. % G) and r is in newton/tonne (N/t) of train mass. The positive sign for Fg is
taken when motion is along an ascending gradient and negative sign when motion is along
a descending gradient.

17.Explain i) Shunt transition, ii) Bridge transition applied to series parallel starting of
D.C. motors with neat figures. Series Parallel Control by Shunt Transition Method.
(Dec 2014), (Dec2013/Jan 2014), (June /July 2013)
Solution: -The various stages involved in this method of series – parallel control are shown in
Fig. In steps 1, 2, 3, 4 the motors are in series and are accelerated by cutting out the Rs in steps.
In step 4, motors are in full series. During transition from series to parallel, Rs is reinserted in
circuit– step 5. One of the motors is bypassed -step 6 and disconnected from main circuit – step 7.
It is then connected in parallel with other motor -step 8, giving 1st parallel position. Rs is again
cut-out in steps completely and the motors are placed in full parallel.
The main difficulty with series parallel control is to obtain a satisfactory method of
transition from series to parallel without interrupting the torque or allowing any heavy rushes of
current.
In shunt transition method, one motor is short circuited and the total torque is reduced by
about 50% during transition period, causing a noticeable jerk in the motion of vehicle. The Bridge
transition is more complicated, but the resistances which are connected in parallel with or n
bridged across the motors are of such a value that current through the motors is not altered in
magnitude and the total torque is therefore held constant and hence it is normally used for
railways.
So in this method it is seen that, both motors remain in circuit through-out the transition. Thus the
jerks will not be experienced if this method is employed.
 from both the motors, through - out starting period. Therefore acceleration is smoother, without
any jerks, which is very much desirable for traction motors.

18. Explain the concept of energy saving by series parallel control. (June /July 2013)
Solution: -
19. With a neat figure, explain the construction and working of a single phase AC series motor.
(Dec2013)
Solution: - In this system, ac voltages from 11 to 15 kV at 23 16 or 25 Hz are used. If supply is from
a generating station exclusively meant for the traction system, there is no difficulty in getting the
electric supply of 23 16 or 25 Hz. If, however, electric supply is taken from the high voltage
transmission lines at 50 Hz, then in addition to step-down transformer, the substation is provided
with a frequency converter. The frequency converter equipment consists of a 3-phase synchronous
motor which drives a I-phase alternator having or 25 Hz frequency.
The 15 kV 23 16 or 25 Hz supply is fed to the electric locomotors via a single over-head wire
(running rail providing the return path).
A step-down transformer carried by the locomotive reduces the 15-kV voltage to 300-400 V
for feeding the ac series motors. Speed regulation of ac series motors is achieved by applying
variable voltage from the tapped secondary of the above transformer. Low-frequency ac supply is
used because apart from improving the commutation properties of ac motors, it increases their
efficiency and power factor. Moreover, at low frequency, line reactance is less so that line impedance
drop and hence line voltage drop is reduced. Because of this reduced line drop, it is feasible to space
the substations 50 to 80 k
Three-phase Low-frequency AC System
It uses 3-phase induction motors which work on a 3.3 kV, 16 Hz supply. Sub-stations receive power
at a very high voltage from 3-phase transmission lines at the usual industrial frequency of 50 Hz.
This high voltage is stepped down to 3.3 kV by transformers whereas frequency is reduced from 50
Hz to 23 16 Hz by frequency converters installed at the substations. Obviously, this system employs
two overhead contact wires, the track
aforming the third phase (of course, this leads to insulation difficulties at the junctions). Induction
motors used in the system are quite simple and robust and give trouble-free operation.
They possess the merits of high efficiency and of operating as a generator when driven at
speeds above the synchronous speed. Hence, they have the property of automatic regenerative
braking during the descent on gradients. However, it may be noted that despite all its advantages,
this system has not found much favor and has; in fact, become obsolete because of it‘s certain
inherent limitations given below:
1. The overhead contact wire system becomes complicated at crossings and junctions.
2. Constant-speed characteristics of induction motors are not suitable for traction work.
3. Induction motors have speed/torque characteristics similar to dc shunt motors. Hence, they are
not suitable for parallel operation because, even with little difference in rotational speeds
caused by unequal diameters of the wheels, motors will becomes loaded very unevenly.
20. A 250-tonne motor coach having 4 motors, each developing a torque of 8000 N-m during
Acceleration, starts from rest. If up-gradient is 30 in 1000, gear ratio 3.5, gear transmission
efficiency 90%, wheel diameter 90 cm, train resistance 50 N/t, rotational inertia effect 10%,
compute the time taken by the coach to attain a speed of 80 km/h. If supply voltage is 3000 V
and motor efficiency 85%, calculate the current taken during the acceleration period.
(Dec2012/Jan 2013)
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