Summer Training Report

On
ELECTRIC LOCOMOTIVE AND TRACTION INSTALLATION
In

RESEARCH DESIGN AND STANDARDS ORGANISATION

(MINISTRY OF RAILWAYS),LUCKNOW

Submitted in the partial fulfillment for the award of degree

of

BACHELOR OF TECHNOLOGY
in

Electrical Engineering
by
Harshit Maurya (Roll No 1505220026 )

Dr. A.P.J. Abdul Kalam Technical University

LUCKNOW
 ACKNOWLEDGEMENT

The satisfaction that accompanies with the progress of this report would be incomplete without
acknowledging the people who made it possible. My sincere thanks to Mr. A.K. Srivastava
(ADE,PS& EMU), Mr. Grraj Kishore(ADE/C&S),Mr. Arvind Kumar(Dy. Director/TI) who
provided me with valuable knowledge during my training period.

I would like to thank Mr.Dileep Kumar, our training incharge for their guidance throughout my
presence in organisation. Last but not the least, I would like to thank all those who have
motivated and given us moral support during this report.
 PREFACE
The objective of the practical training are to learn something about industries practically and to
be familiar with the working style of a technical person to adjust simply according to the
industrial environment.

It is rightly said the practical life is far away from the theortical one. We learn in class room can
give the practical exposure or real life experience no doubt they help in improving the
personality of the student in long life and will be able to implement the theoretical knowledge.
As a part of academic syllabus of four year degree course in Electrical and Electronics
Engineering, every student is required to undergo practical training.

I am student of final year Electrical and Electronics Engineering and this report is written on the
basis of practical knowledge acquired by me during the period of practical training taken at
Research Design And Standards Organisation, Lucknow. This report is presented in very simple
and understanding language on the basis of primary and secondary data.
 TABLE OF CONTENTS

CHAPTER 1 : INTRODUCTION

1.1 History of RDSO

1.2 Organisation

1.3 Projects

CHAPTER 2 : INDIAN RAILWAY ELECTRIFICATION

2.1 1500 volt DC

2.2 3000 volt DC

2.3 25 KV AC

2.4 Conversion

CHAPTER 3 : LOCOMOTIVES

3.1 Types of Locomotive

3.2 Classification of Locomotive Syntaxes

3.3 Electrical Locomotive Parts

3.4 Locomotive Braking

CHAPTER 4: ELECTRIC TRACTION SYSTEM

4.1 Power Supply

4.2 Insulation Protection Testing

4.3 Electrical Development Testing

CHAPTER 5 : CONCLUSION
 CHAPTER 1: INTRODUCTION
The Research Designs and Standards Organisation {अनुसंधान अभिकल्प एवं मानक संगठन}
(RDSO) is an ISO 9001 research and development organisation under the Ministry of
Railways of India, which functions as a technical adviser and consultant to the Railway Board,
the Zonal Railways, the Railway Production Units, RITES and IRCON International in respect
of design and standardization of railway equipment and problems related to railway construction,
operation and maintenance.

1.1 : History of RDSO

To enforce standardization and co-ordination between various railway systems in British India,
the Indian Railway Conference Association (IRCA) was set up in 1903. It was followed by the
establishment of the Central Standards Office (CSO) in 1930, for preparation of designs,
standards and specifications. However, till independence in 1947, most of the designs and
manufacture of railway equipment was entrusted to foreign consultants. After independence, a
new organisation called Railway Testing and Research Centre (RTRC) was set up in 1952 at
Lucknow, for undertaking the intensive investigation of railway problems, providing basic
criteria and new concepts for design purposes, for testing prototypes and generally assisting in
finding solutions for specific problems. In 1957, the Central Standards Office (CSO) and the
Railway Testing and Research Centre (RTRC) were integrated into a single unit named Research
Designs and Standards Organisation (RDSO) under the Ministry of Railways with its
headquarters at Manak Nagar, Lucknow. The status of RDSO was changed from an "Attached
Office" to a "Zonal Railway" on 1 January 2003, to give it greater flexibility and a boost to the
research and development activities.

Figure 1.1 Research Design And Standard Organisation Lucknow

1.2 Organisation
The RDSO is headed by a Director-General who ranks as a general manager of a Zonal Railway.
The present Director General is M. Hussain. The Director-General is assisted by an Additional
Director General and 23 Sr. Executive Directors and Executive Directors, who are in charge of
the 27 directorates: Bridges and Structures, the Centre for Advanced Maintenance Technology
(CAMTECH), Carriage, Geotechnical Engineering, Testing, Track Design, Medical, EMU &
Power Supply, Engine Development, Finance & Accounts, Telecommunication, Quality
Assurance, Personnel, Works, Psycho-Technical, Research, Signal, Wagon Design, Electric
Locomotive, Stores, Track Machines & Monitoring, Traction Installation, Energy Management,
Traffic, Metallurgical & Chemical, Motive Power and Library & Publications. All the
directorates except Defence Research are located in Lucknow.

1.3 Projects

Development of a new crashworthy design of 4500 HP WDG4 locomotive incorporating new

technology to improve dynamic braking and attain significant fuel savings.
Development of Drivers’ Vigilance Telemetric Control System which directly measures and
analyses variations in biometric parameters to determine the state of alertness of the driver.
Development of Train Collision Avoidance System(TCAS).
Development of Computer Aided Drivers Aptitude test equipment for screening high-speed train
drivers for Rajdhani/Shatabdi Express trains to evaluate their reaction time, form perception,
vigilance and speed anticipation.
Assessment of residual fatigue life of critical railway components like rail, rail weld, wheels,
cylinder head, OHE mast, catenary wire, contact wire, wagon components, low components, etc.
to formulate remedial actions.
Modification of specification of Electric Lifting Barrier to improve its strength and reliability
Design and development of modern fault tolerant, fail-safe, maintainer friendly Electronic
Interlocking system
Development of 4500 HP Hotel Load Locomotive to provide clean and noise-free power supply
to coaches from the locomotive to eliminate the existing generator car of Garib Rath express
trains.
Field trials conducted for electric locomotive hauling Rajdhani/Shatabdi express trains with
Head On Generation (HOG) system to provide clean and noise-free power supply to end on
coaches.
Development of WiMAX technology to provide internet access to the passengers in running
trains.
 CHAPTER 2 : INDIAN RAILWAY ELECTRIFICATION
The Central Organisation for Railway Electrification (CORE), headquartered
in Allahabad, India, is in charge of railway electrification of the Indian Railways network. The
organisation, founded in 1961, is headed by a general manager. Project units operate
in Ambala, Bhubaneshwar, Chennai, Bangalore, Secunderabad, Lucknow, Kota, Kolkata, Aheme
dabad, Jaipur, Jabalpurand New Jalpaiguri.
CORE headquarters is assisted by electrical, signal and telecommunications (S&T), civil, store,
personnel, vigilance and finance departments. Railway-electrification project offices, headed by
chief project directors, operate in Ambala, Bhubaneswar, Chennai,Lucknow, Jaipur
and Secunderabad, Gorakhpur, Danapur and New Jalpaiguri and Jabalpur.

2.1 1500 volt DC

Railway electrification in India began with the first electric train (1500 V DC), between Bombay
Victoria Terminus and Kurla on the Great Indian Peninsula Railway's (GIPR) Harbour Line, on 3
February 1925. Steep grades on the Western Ghats necessitated the introduction of electric
traction on the GIPR 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 Bombay, Baroda and Central India
Railway between Colaba and Borivili on 5 January 1928, and between Madras Beach
and Tambaram of the Madras and Southern Mahratta Railway on 11 May 1931, to meet growing
traffic needs. The last sections of 1500 V DC in India, from Chatrapati Shivaji Terminus
Mumbai to Panvel and Thane to Vashi, were upgraded to 25 kV AC in April 2016.
2.2 3000 volt DC
The electrification of the Howrah-Burdwan section of the Eastern Railway at 3000 V DC was
completed in 1958. The first 3000 V DC EMU service began on theHowrah-Sheoraphuli section
on 14 December 1957. The last section of 3000 V DC in India, from Howrah to Burdwan, was
upgraded to 25 kV AC in 1968.

2.3 25 kv AC

The 25 kV AC system emerged as an economical form of electrification as a result of research

and trials in Europe, particularly on French Railways (SNCF). Indian Railways decided to adopt
the 25 kV AC system of electrification as a standard in 1957, with SNCF their consultant in the
early stages.
The first section electrified with the 25 kV AC system was Raj Kharswan–Dongoaposi, on
the South Eastern Railway, on 15.12.1959 and first electric train run. The first 25 kV ACEMUs,
for Kolkata suburban service, were introduced in September 1962. For system continuity, the
Howrah–Burdwan section of the Eastern Railway and Madras Beach–Tambaram section of the
Southern Railway were converted to 25 kV AC by 1968.

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

The first section electrified with the 25 kV AC system was Raj Kharswan–Dongoaposi, on
the South Eastern Railway, on 15.12.1959 and first electric train run. The first 25 kV AC EMUs,
for Kolkata suburban service, were introduced in September 1962. For system continuity, the
Howrah–Burdwan section of the Eastern Railway and Madras Beach–Tambaram section of the
Southern Railway were converted to 25 kV AC by 1968.
Railway Electrification Map of India

Figure 2.1 Railway Electrification Map of India

 CHAPTER 3 : LOCOMOTIVES
A locomotive or engine is a rail transport vehicle that provides the motive power for a train. If a
locomotive is capable of carrying a payload, it is usually rather referred to as multiple
units, motor coaches, railcars or power cars; the use of these self-propelled vehicles is
increasingly common for passenger trains.
Traditionally, locomotives pulled trains from the front. However, push-pull operation has
become common, where the train may have a locomotive (or locomotives) at the front, at the
rear, or at each end.
The word locomotive originates from the Latin loco – "from a place", ablative of locus "place",
and the Medieval Latin motivus, "causing motion", and is a shortened form of the
term locomotive engine, which was first used in 1814 to distinguish between
mobile and stationary steam engines.
3.1 Types of Locomotive

Steam
A steam locomotive is a railway locomotive whose primary power source is a steam engine. The
most common form of steam locomotive also contains a boiler to generate the steam used by the
engine. The water in the boiler is heated by burning combustible material – usually coal, wood,
or oil – to produce steam. The steam moves reciprocating pistons which are connected to the
locomotive's main wheels, known as the "drivers". Both fuel and water supplies are carried with
the locomotive, either on the locomotive itself or inwagons called "tenders" pulled behind.
Diesel
A diesel locomotive is a internal combustion engine locomotive consisting of a diesel engine.
Internal combustion engines require a transmission to power the wheels. The engine must be
allowed to continue to run when the locomotive is stopped. In the early days of diesel propulsion
development, various systems were all employed with varying degrees of success. Of the three,
electric transmission proved to be most popular, and although other locomotives have certain
advantages and continue to be used, most diesel-powered locomotives today are diesel-electric.
Electric
An electric locomotive is a locomotive powered only by electricity. Electricity is supplied to
moving trains with a (nearly) continuous conductor running along the track that usually takes one
of three forms: an overhead line, suspended from poles or towers along the track or from
structure or tunnel ceilings; a third rail mounted at track level; or an onboardbattery. Both
overhead wire and third-rail systems usually use the running rails as the return conductor but
some systems use a separate fourth rail for this purpose. The type of electrical power used is
either direct current (DC) or alternating current (AC).

3.2 Classification of Locomotive Syntaxes

In India, locomotives are classified according to their track gauge, motive power, the work they
are suited for and their power or model number. The class name includes this information about
the locomotive. It comprises 4 or 5 letters. The first letter denotes the track gauge. The second
letter denotes their motive power (Diesel or Electric) and the third letter denotes the kind of
traffic for which they are suited (goods, passenger, mixed or shunting).

The first letter (gauge)

• W-Broad gauge
• Y-Metre gauge
• Z-Narrow gauge(2.5 ft)
• N-Narrow gauge (2 ft)

The second letter (motive power)

• D-Diesel
• C-DC electric
• A-AC electric
• CA-Both DC and AC, 'CA' is considered a single letter
• B-Battery Electric (rare)

The third letter (job type)

• G-Goods
• P-Passenger
• M-Mixed; both goods and passenger
• S-Shunters
• U-Electric Multiple Units (used as commuters in city suburbs)
• R-Railcars

For example, in "WDM3A":

• "W" means Broad gauge

• "D" means diesel motive power
• "M" means suitable for mixed(for both goods and passenger)service
• "3A" means the locomotive's power is 3100 hp ('3' stands for 3000 hp, 'A' denotes 100 hp
more)
Or, in "WAP5":

• "W" means broad gauge

• "A" mean AC electric traction motive power
• "P" means suitable for passenger service
• "5" denotes that this loco is chronologically the fifth electric loco model for passenger
service.
 3.3 Classification of locomotive

3.3.1 Electrical Locomotive Parts

Figure 3.3.1 A brief description of Electric Locomotive Parts

Asynchronous Motor

Modern traction motor type using three phase AC electrical supply and now the favoured design
for modern train traction systems. It can be used on DC and AC electrified railways with
suitable control electronics and on diesel-electric locomotives.

Axle Brush

The means by which the power supply circuit is completed with the substation once power has
been drawn on the locomotive. Current collected from the overhead line or third rail is returned
via the axle brush and one of the running rails.

Balancing Speed

The economical service speed at which the tractive effort of the train equals the train resistance
and no further acceleration takes place.
Battery

All trains are provided with a battery to provide start up current and for supplying essential
circuits, such as emergency lighting, when the line supply fails. The battery is usually connected
across the DC control supply circuit.

Bucholz Relay

A device inserted in the oil cooling circuits of electric locomotive transformers to detect low oil
pressure. If low oil pressure is detected, the relay trips out the power system. Often a source of
spurious circuit breaker trips if not carefully calibrated.

Camshaft

Most DC electric traction power circuits use a camshaft to open or close the contactors
controlling the resistances of the traction motor power circuit. The camshaft is driven by an
electric motor or pneumatic cylinder. The cams on the shaft are arranged to ensure that the
contactors open and close in the correct sequence. It is controlled by commands from the driver's
cab and regulated by the fall of current in the motor circuit as each section of resistance is cut out
in steps. The sound of this camshaft stepping can be heard under many older (pre electronics)
trains as they accelerate.

Cannon Box

Sleeve used to mount a traction motor on an axle in electric power bogies and sometimes
including an axle brush.

Chopper Control

A development in electric traction control which eliminates the need for power resistors by
causing the voltage to the traction motors to be switched on and off (chopped) very rapidly
during acceleration. It is accomplished by the use of thyristors and will give up to 20%
improvement in efficiency over conventional resistance control.
Circuit Breaker

An electric train is almost always provided with some sort of circuit breaker to isolate the power
supply when there is a fault, or for maintenance. On AC systems they are usually on the roof
near the pantograph. There are two types - the air blast circuit breaker and the vacuum circuit
breaker or VCB. The air or vacuum part is used to extinguish the arc which occurs as the two tips
of the circuit breaker are opened. The VCB is popular in the UK and the air blast circuit breaker
is more often seen on the continent of Europe.

Contactor

Similar to a relay in that it is a remotely operated switch used to control a higher power local
circuit. The difference is that contactors normally latch or lock closed and have to be opened by
a separate action. A lighting contactor will have two, low voltage operating coils, one to "set" the
contactor closed to switch on the lights; the other to "trip" off the lights.

Converter

Generic term for any solid state electronic system for converting alternating current to direct
current or vice versa. Where an AC supply has to be converted to DC it is called a rectifier and
where DC is converted to AC it is called an inverter. The word originated in the US but is now
common elsewhere.

Cooling Fans

To keep the thyristors and other electronic power systems cool, the interior of a modern
locomotive is equipped with an air management system, electronically controlled to keep all
systems operating at the correct temperature. The fans are powered by an auxiliary inverter
producing 3-phase AC at about 400 volts.

Creep Control

A form of electronically monitored acceleration control used very effectively on some modern
drive systems which permits a certain degree of wheel slip to develop under maximum power
application. A locomotive can develop maximum slow speed tractive effort if its wheels are
turning between 5% and 15% faster than actually required by the train speed.
DC Link

Used on modern electronic power systems between the single phase rectifier and the 3-phase
inverter. It is easier to convert the single phase AC from the overhead line to the 3-phase
required for the motors by rectifying it to DC and then inverting the DC to 3-phase AC.

Dynamic Braking

A train braking system using the traction motors of the power vehicle(s) to act as generators
which provide the braking effort. The power generated during braking is dissipated either as heat
through on-board resistors (rheostatic braking) or by return to the traction supply line
(regenerative braking). Most regenerative systems include on board resistors to allow rheostatic
braking if the traction supply system is not receptive. The choice is automatically selected by the
traction control system.

Grid

Train or locomotive mounted expanded steel resistor used to absorb excess electrical energy
during motor or braking power control. Often seen on the roofs of diesel electric locomotives
where they are used to dissipate heat during dynamic braking.

Ground Relay

An electrical relay provided in diesel and electric traction systems to protect the equipment
against damage from earths and so-called "grounds". The result of such a relay operating is
usually a shut-down of the electrical drive. Also sometimes called an Earth Fault Relay.

GTO Thyristor

Gate Turn Off thyristor, a thyristor which does not require a commutation (reverse flow circuit)
circuit to switch it off. Popular nowadays for DC railways to allow three phase drive or for
auxiliary supplies which need an AC supply. See also converter with which it is often confused.
IGBT

Most recent power electronics development. It is replacing the GTO thyristor as it is smaller and
requires less current to operate the switching sequences. See Transistor upon which the
technology is based.

Inverter

Electronic power device mounted on trains to provide alternating current from direct current.
Popular nowadays for DC railways to allow three phase drive or for auxiliary supplies which
need an AC supply. See also converter with which it is often confused.

Jerk Limit

A means by which starting is smoothed by adjusting the rate of acceleration of a train by limiting
the initial acceleration rate upon starting. It could be described as limiting the initial rate of
change of acceleration. Also used in dynamic braking.

Line Breaker

Electro-mechanical switch in a traction motor power circuit used to activate or disable the
circuit. It is normally closed to start the train and remains closed all the time power is required. It
is opened by a command from the driving controller, no-volts detected, overload detected and
(were required) wheel spin or slide detected. It is linked to the overload and no-volt control
circuits so that it actually functions as a protective circuit breaker.

Master Controller

Driver's power control device located in the cab. The driver moves the handle of the master
controller to apply or reduce power to the locomotive or train. Modern systems often have
controllers that incorporate braking.

Motor Blowers

Traction motors on electric locomotives get very hot and, to keep their temperature at a
reasonable level for long periods of hard work, they are usually fitted with electric fans called
motor blowers. On a modern locomotive, they are powered by an auxiliary 3-phase AC supply
of around 400 volts supplied by an auxiliary inverter.

Notching Relay

A DC motor power circuit relay which detects the rise and fall of current in the circuit and
inhibits the operation of the resistance contactors during the acceleration sequence of
automatically controlled motors. The relay operates a contactor stepping circuit so that, during
acceleration of the motor, when the current falls, the relay detects the fall and calls for the next
step of resistance to be switched out of the circuit.

No-Volt Relay

A power circuit relay which detected if power was lost for any reason and made sure that the
control sequence was returned to the starting point before power could be re-applied.

Overload Relay

A power circuit relay which detected excessive current in the circuit and switched off the power
to avoid damage to the motors.

Pantograph

The current collection system used by locomotives and trains on routes electrified with overhead
lines . The pantograph (often shortened to "pan") is held up by compressed air pressure. It is
designed to collapse if it detects an obstruction. It can also be lowered manually to isolate the
locomotive or train.

Rectifier

A converter consisting of thyristors and diodes which is used to convert AC to DC. A modern
locomotive will usually have at least two, a "Main Rectifier" for the power circuits and one or
more for the auxiliary circuits.
Relay

A remotely controlled switch which uses a low voltage control circuit. It will close (or open) a
switch in a local circuit, usually of higher power.

Resistance Control

Method of traction motor control formerly almost universal on DC electric railways whereby the
power to the motors was gradually increased from start up by removing resistances from the
power circuit in steps. Originally this step control was done manually but it was later automatic,
a relay in the circuit monitoring the rise and fall of current as the steps were removed. Many
examples of this system still exist but new builds now use solid state control with power
electronics.

SEPEX

Short form of SEParate EXcitement of traction motors where the armature and field coils of an
electric motor are fed with independently controlled current. This has been made much more
useful since the introduction of thyristor control where motor control can be much more precise.
SEPEX control also allows a degree of automatic wheel slip control during acceleration.

Shoegear

Equipment carried by a train and used for current collection on track mounted (third rail) power
supply systems. Shoegear is usually mounted on the bogies close to the third rail. It is often
equipped with devices to enable it to be retracted if required to isolate the car or on-board system
which it supplies.

Synchronous Motor

Traction motor where the field coils are mounted on the drive shaft and the armature coils in the
housing, the inverse of normal practice. Favoured by the French and used on the high speed
TGV Atlantique trains, this is a single-phase machine controlled by simple inverter. Now
superseded by the asynchronous motor.
Tap Changer

Camshaft operated set of switches used on AC electric locomotives to control the voltage taken
off the main transformer for traction motor power. Superseded by thyristor control.

Thyristor

A type of diode with a controlling gate which allows current to pass through it when the gate is
energised. The gate is closed by the current being applied to the thyristor in the reverse
direction. Thyristors (also referred to as choppers) are used for traction power control in place of
resistance control systems. A GTO (Gate Turn Off) thyristor is a development in which current
is turned off is by applying a pulse of current to the gate.

Transformer

A set of windings with a magnetic core used to step down or step up a voltage from one level to
another. The voltage differences are determined by the proportion of windings on the input side
compared with the proportion on the output side. An essential requirement for locomotives and
trains using AC power, where the line voltage has to be stepped down before use on the train.

Transistor

The original electronic solid state device capable of controlling the amount of current flowing as
well as switching it on and off. In the last few years, a powerful version has been applied to
railway traction in the form of the Insulated Gate Bipolar Transistor (IGBT). Its principle
advantage over the GTO Thyristor is its speed of switching and that its controls require much
smaller current levels.

Wheel Spin

On a steam locomotive, the driver must reduce the steam admission to the cylinders by easing
closed (or partially closed) the throttle/regulator when he hears the wheels start to spin. On
diesel or electric locomotives, the current drawn by individual or groups of traction motors are
compared - the motor (or group) which draws proportionally less amps than the others is deemed
to be in a state of slip - and the power is reduced. Some systems - EMD Super Series for one -
measure known wheel speed against ground speed as registered on a Doppler Radar. Many
locomotives additionally use sand, which is applied to the wheel/rail contact point to improve
adhesion - this is either controlled automatically, or manually by the driver (Foamer? No Way,
25 Apr 98).

3.4 Locomotive Braking

Priniciple of Operation

When braking, the motor fields are connected across either the main traction generator (diesel-
electric locomotive) or the supply (electric locomotive) and the motor armatures are connected
across either the brake grids or supply line. The rolling locomotive wheels turn the motor
armatures, and if the motor fields are now excited, the motors will act as generators.
During dynamic braking, the traction motors, which are now acting as generators, are connected
to the braking grids (large resistors), which put a large load on the electrical circuit. When a
generator circuit is loaded down with resistance, it causes the generators to slow their rotation.
By varying the amount of excitation in the traction motor fields and the amount of resistance
imposed on the circuit by the resistor grids, the traction motors can be slowed down to a virtual
stop (approximately 3-5 MPH).
For permanent magnet motors, dynamic braking is easily achieved by shorting the motor
terminals, thus bringing the motor to a fast abrupt stop. This method, however, dissipates all the
energy as heat in the motor itself, and so cannot be used in anything other than low-power
intermittent applications due to cooling limitations. It is not suitable for traction applications.

Rheostatic Braking
The electrical energy produced by the motors is dissipated as heat by a bank of onboard resistors.
Large cooling fans are necessary to protect the resistors from damage. Modern systems have
thermal monitoring, so, if the temperature of the bank becomes excessive, it will be switched off,
and the braking will revert to friction only.

Regenerative Braking
In electrified systems the process of regenerative braking is employed whereby the current
produced during braking is fed back into the power supply system for use by other traction units,
instead of being wasted as heat. It is normal practice to incorporate both regenerative and
rheostatic braking in electrified systems. If the power supply system is not"receptive", i.e.
incapable of absorbing the current, the system will default to rheostatic mode in order to provide
the braking effect.
On modern passenger locomotives equipped with AC inverters pulling trains with
sufficient head-end power (HEP) loads, braking energy can be used to power the train's on board
systems via regenerative braking if the electrification system is not receptive or even if the track
is not electrified to begin with. The HEP load on modern passenger trains is so great that some
new electric locomotives such as the ALP-46 were designed without the traditional resistance
grids.

Hydrodynamic Braking
Diesel engined locomotives with hydraulic transmission may be equipped for hydrodynamic
braking. In this case, the torque converter or fluid coupling acts as a retarder in the same way as
a water brake. Braking energy heats the hydraulic fluid, and the heat is dissipated (via a heat
exchanger) by the engine cooling radiator. The engine will be idling (and producing little heat)
during braking, so the radiator is not overloaded.

Blended Braking
Dynamic braking alone is insufficient to stop a locomotive, as its braking effect rapidly
diminishes below about 10 to 12 miles per hour (16 to 19 km/h). Therefore, it is always used in
conjunction with the regular air brake. This combined system is called blended braking. Li-
ion batteries have also been used to store energy for use in bringing trains to a complete halt.
Although blended braking combines both dynamic and air braking, the resulting braking force is
designed to be the same as what the air brakes on their own provide. This is achieved by
maximizing the dynamic brake portion, and automatically regulating the air brake portion, as the
main purpose of dynamic braking is to reduce the amount of air braking required. This conserves
air, and minimizes the risks of over-heated wheels. One locomotive manufacturer, Electro-
Motive Diesel (EMD), estimates that dynamic braking provides between 50% to 70% of the
braking force during blended braking.
When braking, the motor fields are connected across either the main traction generator (diesel-
electric locomotive) or the supply (electric locomotive) and the motor armatures are connected
across either the brake grids or supply line. The rolling locomotive wheels turn the motor
armatures, and if the motor fields are now excited, the motors will act as generators.
 CHAPTER 4: ELECTRIC TRACTION SYSTEM

4.1 Power Supply

Figure 4.1 Electric Transmission Railway Line

Transmission of power is always along the track by means of an overhead wire or at ground
level, using an extra, third rail laid close to the running rails. AC systems always use overhead
wires, DC can use either an overhead wire or a third rail; both are common. Both overhead
systems require at least one collector attached to the train so it can always be in contact with the
power. Overhead current collectors use a "pantograph", so called because that was the shape of
most of them until about 30 years ago. The return circuit is via the running rails back to the
substation. The running rails are at earth potential and are connected to the substation.

Shoes and Shoegear

Third rail current collection comes in a variety of designs. The simplest is what is called "top
contact" because that’s the part of the rail upon which the pick-up shoe slides . There is also a
side contact system. Side contact is not much better than top contact but at least it is less
exposed. Bottom contact is best - you can cover effectively most of the rail and it is protected
from the worst of the cold weather. Modern shoe systems have remote lifting facilities. All shoes
need some way of being moved clear of the current rail, usually for emergency purposes. The
most common reason is when a shoe breaks off and its connecting lead to the electrical
equipment on the train has to be secured safely. The other shoes on the same circuit must be
isolated while this is done, unless the current is switched off from the whole section - perhaps
disabling several other trains.
Pantographs
A pantograph (or "pan") is an apparatus mounted on the roof of an
electric train, tram or electric bus to collect power through contact with an overhead line. It is a
common type of current collector. Typically, a single or double wire is used, with the return
current running through the track.

Figure 4.2 A Pantograph

Overhead Line (Catenary)

Overhead catenary systems, called "catenary" from the curve formed by the supporting cable,
have a complex geometry, nowadays usually designed by computer. The contact wire has to be
held in tension horizontally and pulled laterally to negotiate curves in the track. The contact wire
tension will be in the region of 2 tonnes. The wire length is usually between 1000 and 1500
metres long, depending on the temperature ranges. The wire is zigzagged relative to the centre
line of the track to even the wear on the train's pantograph as it runs underneath.
Catenary Suspension Systems

Various forms of catenary suspension are used (see diagram below), depending on the system, its
age, its location and the speed of trains using it. Broadly speaking, the higher speeds, the more
complex the "stitching", although a simple catenary will usually suffice if the support posts are
close enough together on a high speed route. Modern installations often use the simple catenary,
slightly sagged to provide a good contact. It has been found to perform well at speeds up to 125
m/hr (200 km/hr).

At the other end of the scale, a tram depot may have just a single wire hung directly from
insulated supports. As a pantograph passes along it, the wire can be seen to rise and fall. This is
all that is necessary in a slow speed depot environment. I haven’t yet mentioned trolley poles as a
method of current collection. These were used for current collection on low speed overhead
systems and were common on trams or streetcars but they are now obsolete. Simple wire
installations are common in light rail, especially on city streets, while more expensive catenary
systems are suited to high-speed operations.

Figure 4.3 Catenary Suspension System

4.2 Insulation Protection Testing

4.2.1 High voltage test set up

There was no facility to carry out high voltage tests up to 200kV on porcelain & composite
insulators and these tests were carried out either at manufacturer work or at CPRI/Bangalore,
which used to consume lot of manpower. As the high voltage test set up upto 200kV has been set
up in T.I. lab, On which, following tests are being carried out:

o Dry power frequency voltage test as per IEC 60060-1/IS-2071.

o Wet power frequency voltage test as per IEC 60060-1/IS-2071.
o Visible discharge test. as per IEC 60060-1/IS-2071.

Technical specification & other details of this machine are as under:

Cost of the setup/machine Rs:4,19,625.00

Date of commissioning July-2009

Sr. No. 8247/178(P)/08-09

Mfg by RECTFIERS & ELECTRONICS, NEW DELHI-

15

Scale 0-200 KV, 100 Ma

Capacity 20KVA

High Voltage test set up

4.2.2 Thermal Mechanical Performance test setup

The objective of this machine is to check the thermal properties of different types of
insulator at prescribed load depending upon the type of Insulator.

This test is of 96 hour duration & it use to take minimum 6-7 days to witness this test at
manufacturer premises. Thermo mechanical test was therefore set up at RDSO for testing of
porcelain & composite insulator. By developing this test facility, manpower required to witness
thermo mechanical test has been saved. Full-fledged tests on thermo mechanical test set up have
commenced.

Thermo mechanical Technical specification test chamber

Cost of the Rs. 12,55,600/-

setup/machine

Date of commissioning 16.07.2010

Model no TMC-800-CB

Sr. No. CME/20/09-10

Mfg by CM Envirosystem Pvt. Ltd,

Bangalore.

Temp range -40 to 50 C

Thermo mechnical test chamber inner view.

 Thermo mechnical test chamber outer view.

4.2.2 Endurance test set up:

To find out residual service life of the stainless steel wire rope & to carry out prototype
testing on new ss wire ropes endurance test set up has been installed. It is possible to find out
number of cycles, a particular wire rope shall survive on line based upon the lab tests, thereby
ensuring timely replacement of wire ropes and auto tensioning devices before they fail on line.
The tests are being carried out as per clause No. of RDSO Spec No-TI/SPC/OHE/WR/1060

Technical specification & other details of this machine are as under:

Cost of the setup/machine Rs:15,61,500

Date of commissioning 11-04-2009

Sr. No. 98010

Mfg by BHARAT WIRE ROPE

Scale NIL

Capacity 2 TONES
 Figure 4.2.2 Endurance Test Setup For SS Wire Rope & AD

4.2.3 Universal Testing Machine

The machine was set up to test the new as well as released insulator collected from zonal
railway. The load is applied on the insulators till breaking of the insulator. For investigation
purpose, this value at which the insulator breaks is noted & action taken as per the extent
instructions & zonal Railways are advised accordingly.

Technical specification & other details of this machine are as under:

Cost of the Rs 9,7400/-

setup/machine

Date of 27.05.1986
commissioning

Model no FUT-20

Mfg by Fine spary associates & Engineers

Pvt Ltd.,

Scale 20 kg/div

Capacity 20 Tonnes
 Figure 4.2.3 Universal Testing Machine

Details of New UTM

Cost of the Rs 6,50,000/-
setup/machine

Date of 26.10.2011
commissioning

Model no -

Mfg by M/S Ashian Engineers Company India,

New Delhi-110058

Scale -

Capacity 300 KN
 Figure 4.2.4 New UTM Machine under Commissioning

4.2.4 Brinell & Rockwell Hardness tester:

This machine was set up on to check the hardness of contact wire & metal caps of
insulators etc.

Brinell,

Model no-NB/3000

Sr No.84/460,

Mfg. by- Fine Engineering Industries,

Cost -19980/-

Figure 4.2.5 Brinell & Rockwell

Hardness tester
4.3 Electrical Development Testing

4.3.1 Vibration testing Machine- This machine was to find out any possible presence of
resonance frequency & mechanical damage in the equipment/component under test This machine
is used to test different Signal & Telecom products as well as Electrical equipments. A test
sample comes from railway as well as manufacturer also.

The other application of this machine are given below-

1- Fatigue test
2- Sweep sine testing
3- Discrete frequency test
4- Resonance search test
5- Endurance test of product
6- Calibration of Vibration pick-ups.

Cost of the 10 Lakh

setup/machine

Model no MPA9000

Sr. No. 3707

Mfg by MICRON, SUNHERA ROAD,

KASHIPURI, ROORKEE

Figure 4.3.1 Vibration Testing Machine

4.3.2 Contact wire wear test set up-
This machine has been set up to find out %age wear of contact wire by varying injected current
& pantograph strips. With the help of this machine RDSO has proved the following-

(a) By using carbon strip, the life of contact wire is greater as compared to use of metal
strip in electric locomotive.
(b) Wear rate of contact wire manufactured out of indigenous CCC rod in comparable to
that of contact wire made out of imported CCC rod.
(c) With total load, temperature rise in contact wire is only 5-6 0C.

Cost of the setup/machine Rs:5,08,904/-

Date of commissioning 1997

Model no RDSO-DESIGN

Sr. No. NIL

Mfg by M/S SUCHDEVA INDUSTRIES,DELHI

Scale NIL

Tones NIL

Figure 4.3.2 Contact wire wear test set up

4.3.3 High Voltage Dielectric Test
The purpose to set this machine was to test the dielectric strength of insulating materials used in
OHE.Technical specification & other details of this machine are as under

Cost of the setup/machine NA

Date of commissioning NA

Model no NIL

Sr. No. 4823

Mfg by AUTO MATIC ELECTRIC LIMITED

BOMBAY

Voltage Range 0-50 KV

 CONCLUSION
The internship carried out at Research Design and Standard Organisation , Manak Nagar ,
Lucknow was a very fruitful effort taken by me since it made me aware of number of
practicalities that occurs under railway electrification.

There is a vast application of power system and control system. Also modernization in the
railways is on its peak. Many new technologies like magnetic levitation, wireless power transfer,
underground power supply etc.

A semi high speed rail network will be introduced for certain important routes, including the
Delhi-Agra, Delhi –Kanpur, Chennai-Hyderabad, Nagpur-Secundeabad. The trains will operate
at 160km/hr which will increase to 200km/hr after the rails are strengthed and fenced off. The
first route to open is Gatiman express on 5 april 2016 after safety clearance were obtained.