Power System-III

By J.SOMLAL, M.Tech.,(Ph.D), MISTE, MIETE, Assistant Professor, EEE Department, K L University, Vaddeshwaram, Vijayawada, Andhra Pradesh-522502 Web: http://www.kluniversity.in Mobile No:9989743653

Click to edit Master subtitle style

5/3/12

ELECTRIC TRACTION
v

What is Traction? The act of drawing or pulling, as by an elastic or spring force. Traction refers to the maximum frictional force that can be produced between surfaces without slipping. TRACTION is resulting from a specific FRICTION coefficient (i.e. friction between rubber and ground) combined with area of 5/3/12 ground covered by the tire FOOTPRINT

Why do we need traction?

v

Well, that question comes up every once in a while. Its a good question? If our feet do not find a surface with good grip (traction) our legs and feet could not move us forward. Same story for a car - if the ground would not provide enough resistance (traction) the force generated in the engine would not be able to move the car forward.

The scenario is quite simple. The more traction can be made available the more torque can be 5/3/12 generated to move more weight.

Requirements of an IDEAL Traction System The following are some of the important requirements of the driving equipment used for traction purposes:

The coefficient of adhesion(sticking) should be high so that high tractive effort at start is possible and rapid acceleration of the train can be obtained. It should be possible to overload the equipment for short periods. The wear(consume by use) caused on the shoes, wheel tires and the track should be minimum.
5/3/12

It should be possible to use regenerative braking

Traction System 1. Non-Electric Traction System: Does not use electricity at any stage. Ex: Steam Engine Drive, Internal Combustion Drive. 2. Electric Traction System: If electric supply is used for driving a locomotive, the system is known as electric traction. Involves use of electricity at some stage or other. Ex: Battery Electric Drive, Diesel Electric Drive, etc. Electric traction is the most efficient of all other systems and is going to be the future system to be 5/3/12 adopted by almost all countries of the world.

Types of Electric Traction

v

Vehicles which receive electric power from a distribution network fed at suitable points from either a central power station or substations suitably spaced. 1) Systems operating with d.c. such as trolley buses, tramways and railways. 2) Systems operating with a.c. such as railways. The group consists of self contained locomotives i.e. they generate their own power.

It is further subdivided into

It 5/3/12 is further subdivided into

DIESEL ELECTRIC TRACTION

The diesel electric locomotive uses a diesel engine to drive an electric generator, which then supplies the current to traction motors, which are geared directly to the locomotive's wheels. In India, the diesel locomotives were introduced in 1945 for shunting purposes on broad gauge section and in 1956 for main line services on medium gauge section. The diesel electric locomotives employed in practice are of the following types: 1. Main line diesel electric locomotive having 5/3/12 engines of output not exceeding 1500 kW and

5/3/12

ADVANTAGES The initial investment required is low as compared to direct electric traction since there is no need of overhead structure distribution system and equipments.

DISADVANTAGES Its overload capacity is limited. The life of the diesel engine is comparatively shorter. In addition to motor generator set, special cooling system is required for cooling the diesel engine also. Its running and maintenance costs are

Due to its higher acceleration and retardation, the schedule speed over a 5/3/12 given route will be

ELECTRIC LOCOMOTIVE

It is the most widely used traction system in which the vehicle draws electrical energy from a distribution system fed at suitable points from a central power station or substation. In India both AC and DC type of electrified train systems operate today. 1500 V DC based train system is mostly operating in Mumbai area. It is being converted to 25 kV AC system. Rest of the India where routes are electrified mostly operates under 25 kV AC overhead wire. The electric locomotives are of two types A.C. locomotive D.C. locomotive In case of d.c. locomotive d.c. motors are used for traction. The fig.1 shows a schematic block diagram of d.c. locomotive. It basically consists of a step down transformer, a full wave rectifier with 5/3/12 filters and d.c.motors. The fig.2 shows an a.c. type electric locomotive.

5/3/12

ADVANTAGES Since electric motors are used as the drives , the system is clean and pollution free. Starting torque is high, so high acceleration is possible. Speed control is very simple. Braking is simple and efficient. Electric braking is used in this case which is superior to mechanical braking used by steam and diesel locomotives. It is possible to apply regenerative braking which has the following advantages

Above 80% of energy spent during ascent(upward movement) is pumped back during descent.
5/3/12 Less maintenance of brake shoes, wheels, tyres

DISADVANTAGES

The most important factor against electric traction is high capital outlay on overhead supply system. Therefore, unless heavy traffic is to be handled electric traction becomes uneconomical. Power failure for few minutes can cause disruption of traffic for hours. The electric traction system is tied to electric routes only. Hence it cannot be used on any of the routes.

In case of A.C. traction the communication 5/3/12 lines running along the track experience

Voltages used are 1.5kV DC and 25kV AC for mainline trains.

What are the voltages used for electric traction in India?

Calcutta had an overhead 3kV DC system until the '60s. The 1.5kV DC overhead system (negative earth, positive catenary) is used around Bombay (This includes Mumbai CST - Kalyan, Kalyan - Pune, Kalyan - Igatpuri, Mumbai CST - Belapur Panvel, and Churchgate - Virar). Conversion to 25kV AC has already been done on the Titwala-Kasara section; next to be converted are Khapoli-Vangani, Vangani-Thane, and 5/3/12

System of Track Electrification

Presently, following four types of track electrification systems are available:
v

Direct Current System: DC at 600-750 V is universally employed for tramways in urban areas and for many suburban railways while 1500-3000 V dc is used for main line railways. Low voltage dc system is undoubtedly superior to single phase ac system for heavy suburban services. (1) Single Phase AC System: In this system ac series motors are used for getting the necessary motive power. The voltage employed for distribution network is 15 to 25 Kv at 162/3 or 25 5/3/12

B. Single Phase To Direct Current System : This system combines the advantages of hv ac distribution system and dc series motors for traction. The voltage used for overhead distribution system is 25 kv at normal supply frequency of 50 Hz. The locomotive carries transformer and converting machinery to stepdown the voltage and convert into dc. This system of track electrification using 25 kv, 50 Hz, single phase ac supply has been adopted for all future track electrification in India. The advantages of such a system are light overhead catenaries owing to lower currents, less 5/3/12

Typical Railway Services

S.No 1 2 3 4 Parameter of Comparison Acceleration Retardation Max. Speed Urban or City Service 1.5-4Kmphps 3-4Kmphps 120Kmph Sub-Urban Service Main Line Service 1.5-4Kmphps 3-4Kmphps 120Kmph 1-8Km 6-8Kmphps 1.5Kmphps 160Kmph >10Km

Distance between1Km stations

Long free running Special remarks ifFree running period is absentFree runningand coasting period any and coasting period is small. period is absents. Acceleration and and coasting periodbraking periods are small is long. comparatively.

5/3/12

TRAIN MOVEMENT-SPEED TIME CURVES

A train is to be run most optimally as for as possible. for this it is necessary to know the speed time curves so that it is possible to find out what energy must be supplied to the train to perform a particular job. The slope at any point of the curve gives the acceleration or retardation of the train at that instant of time. The area between the curve and the time axis up to a certain time gives the distance covered by the 5/3/12 train till that instant of time.

5/3/12

(iii) Free running(t2-t3):This period occurs when the power output from the driving axels balances the rate at which energy is expended against the resistance to motion. (iv) Coasting period(t3-t4): At the end of free running period , supply to the motors is cut off and train is allowed to run under its own momentum. (v) Braking period(t4-t5):At the end of coasting period, brakes are applied to bring the train to stop.

5/3/12

Crest Speed, Average Speed And Schedule Speed

Crest speed is the maximum speed (Vm) attained by a train during the run. Average speed is the mean speed from start to stop i.e. the distance covered between two stops divided by the actual time of run is called the average speed. Schedule speed is the ratio of distance covered between two stops and total time of run including the time of stop. The schedule speed of a given train when running on a given service (i.e. with a given distance 5/3/12 between stations) is affected by (i) acceleration

Direct Current Motor Control

5/3/12

CONTROLLING
v

DC Motors: For a DC motor, Torque T=0.1592[Z Ia /A]P N-m =KIa For shunt motor: is constant for a constant supply voltage, so, the torque is directly proportional to the current drawn by the motor. For series motor: Ia, therefore T I2. Eb=V-Ia r= ZNP/60A N=(60A/ZP)(V-Ia r)
5/3/12

5/3/12

THE SIEMENS ELECTRIC RAILWAY laid down at the Berlin Exhibition of 1879. The short line was about 600 yards long, and current was drawn from a third rail between the track which acted as the return to the dynamo. The locomotive hauled a maximum of some thirty passengers at a speed of about four miles an hour. This historic illustration shows one of the 5/3/12 earliest trainloads of passengers,