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Electric Traction System
Electric Traction System
PRESENTED BY:
AMIT RAJ
R O L L N O .- 0 9 E E 6 4 0 6
Introduction
Act of drawing or state of being drawn propulsion of vehicle
is called tractions. There are various systems of traction
prevailing in our country such as steam engine drive, electric
drive. These systems of tractions may be classified broadly
into groups namely
1) The traction system which do not involve the use of
electricity at any stage and called as non-electric tractions
system such as steam engine drive, IC engine drive etc.
2) The tractions system which involves the use of electricity
at some stage and called as electric tractions. System such a
diesel electric drive, electric drive etc.
In India electrification in tractions are conducted
with three types of locomotives.
1. Using single phase A.C. series commutator
motor.
2. Using D.C. motor with tapped transformer
and rectifier.
3. Using phase converter and induction motors.
Existing Tractions System
Existing tractions system uses D.C. motors.
a) The 25 KV over head voltage is step down to 2000 V with the
help of step down transformer.
b) Rectifier rectifies this A.C. voltage to D.C. voltage.
c) This rectified D.C. voltage is used to operate the D.C. motors
in existing system engine.
Causes favouring the DC motors
1) D.C. series motors are less costly, however for some H.P more
efficient and requires less maintenance than A.C. series motor.
2) Rail conductor system of track electrifications which is less
costly with D.C. system than with A.C. system
Future Trends Of Tractions System
There are some disadvantages of D.C. series
motor used in system.
1) D.C. motors commutator which prove to failure
because of vibrations and shock. This results in
lots of sparking and corrosion.
2) It is hard to use a D.C. motor for regenerative
braking and for this purpose extra switchgear is
required, which adds to the bulks and increases
the complexity of the locomotives.
This short coming from this overcome by using three phase A.C.
motor in locomotive. Microprocessor technology and availability
of efficient and compact power components have given a new
technology for A.C. locomotive.
1. In three phase A.C. locos, the single phase input signal from
overhead equipment is rectified
2. then three phase A.C. is generated with the help of three
phase inverter, whose phase voltage and frequency can be
manipulated widely.
3. The three phase induction motors are simple and robust in
construction and have a high operating efficiency and
properly of automatic regenerative braking with requiring
additional equipment.
There are three main stages in power circuit of three phases
locomotive.
Input converter
1. A transformer section step-down the
voltage from the 25 KV input.
2. This converter rectifies AC from
catenary to as specified dc voltage
using GTO thyristors.
3. It has filter and circuitry to provide a
fairly smooth and stable dc output,
at the same time attempting to
ensure good power factor.
4. The input converter can be
configured to present different
power factor to power supply.
DC link
1. This is essentially a bank of capacitor and inductor
or active filter circuitry to further smooth.
2. Also to trap harmonics generated by drive
converter and traction motors.
3. The capacitor bank in this section can also provide
a small amount of reserve power in transient
situations (e.g., pantograph bounce) if needed by
the traction motors.
Drive converter
This is basically an inverter which
consist of three thyristors based
components that switch on and
off at precise times under the
control of a microprocessor. The
three components produce
three phase of A.C. The
microprocessor controller can
vary the switching of thyristors
and thereby produce A.C. of
wide range of frequency and
voltage.
Advantages Of AC Motors Over DC Motors
1. DC motors use commutators which are prone to failure because of
vibration and shock, and which also result in a lot of sparking and
corrosion. Induction AC motors do not use commutators at all.
2. It is hard to use a DC motor for regenerative braking, and the extra
switchgear for this adds to the bulk and complexity of the loco. AC
motors can fairly easily be used to generate power during
regenerative braking.
3. In addition, DC motors tend to draw power with a bad power
factor and injecting a lot of undesirable harmonics into the power
system.
4. AC motors have the advantage of a simpler construction.
System Of Supply
25 kV AC single phase
For traction substation (TSS) the incoming EHV supply is
220/132/110/166KV through protective equipment it can be
transformed by using traction transformer to 25 KV AC single
phases.
• Spacing between TSS is 30 KM to 40 KM depending upon the traffic
(load).
• To avoid load on one phase and balancing the incoming supply grid,
the section TSS is divided into sub-sector through switching posts.
1. S.P:- Sectioning and paralleling Post.
2. S.S.P:-Sub-sectioning and paralleling Post.
Traction transformer
There are two traction transformer connected in
parallel of same rating for the purpose of
reliability the rating of transformer are
Capacity: 20,000 KVA. Frequency: 50 Hz
Full load: 25 KV Preferred: 0.9
Zero load: 27 KV
Power supply for signaling
For the purpose of signaling and reliable
operation the 25 KV is converted to 240 V
through auxiliary transformer by tapping 25 KV
OHE at the places where needed.
Sectioning and paralleling post (SP)
1. These post are situated approximating midway between feeding posts
making the demarcating points of two zones fed from different phases from
adjacent substations.
2. At these posts, a natural section is provided to make it impossible for the
pantograph of an electric locomotive or EMU train to bridge the different
phase of 25 KV supply, while passing from the zone fed from one sub-station
to the next one.
3. Since the natural section remains “dead” warning boards are provided in
advance to warn and provided Remind the driver of an approaching electric
locomotive/EMU to open locomotive circuit breaker (DJ) before approaching
the ‘neutral section’ to coast through it and then switch ‘on’ on the other
side.
4. Special care is taken in fixing the location of natural sections, on level tangent
track far away from signals, level crossing gates etc. to ensure that the train
coasts through the neutral section at a sufficiently high speed, to obviate the
possibility of its stopping and getting stuck within the neutral section .
Sub-sectioning and Paralleling post (SSP)
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.
Circuit Breaker