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I hereby declare that the work presented in this summer training in the
duration of 27 May, 2019 to 24 May, 2019 entitled on “Electric
Traction System and Locomotive Transformer” is in partial fulfillment
for the awarded of degree of bachelor of engineering in Electrical
Engineering. The work has been carried out at Electric Loco Shed,
Vadodara and is an authentic record of own work.
I hereby declare that above statement is correct to the best of
my knowledge.
This is to certify that the work embodied in this project work entitled
“Electric Traction” has been satisfactorily completed by HARSHITA
GAUTAM. It is a bonafide piece of work, carried out under the
guidance of Electric Loco Shed, Vadodara by the student during the
period of 27 May, 2019 to 24 May, 2019 under the guidance of
undersigned
It was an AC electric trip shed to house locos coming from other sheds and an
AC/DC dual loco trip shed which houses WCAM class locomotives from Valsad
shed and which allows locomotive changes at Vadodara because the trains which
were coming from New Delhi mainline are AC Locomotives and the trains going
to Mumbai need AC/DC Loco.
As is well known, Electric Loco Shed, Vadodara is only the second shed to home
the WAP-5 locomotives. Major testing of the twin-WAP-5 with single panto was
also successfully conducted under the aegis of this shed. Apart from the above, the
shed was instrumental in carrying out modications in the erstwhile WCAM-1
locomotives towards enhancing reliability and hauling capacity.
It is the 1st loco shed in India to get all three ISO certifications.
The shed is just beside the sprawling Baroda Marshalling Yard and is situated in a
peaceful area. The shed also has an attached training school for initial as well as
refresher courses for drivers and assistant drivers of several divisions of the
Western Railways. At times, training is also imparted to students from the other
zones such as the West Central Railways (WCR). The school is also equipped to
impart training to shed personnel.
Pneumatic Testing
Transformer & Tap Changer
M1/M2- Mechanical Sections.
Testing Sections.
Compressor and other auxiliaries section.
Classification of Locomotives
The classification of Electric locomotives is based on the type of service used for.
The alphabet stands for:
And the number after it represents the model number of that locomotive.
AC traction motors are also used on diesel-electrics nowadays. The WDP4 &
WDG4 are examples of this.
The transformer section is designed with high leakage impedance and other
characteristics, which together with the fine control possible with the GTO
switching, allow the loco to present nearly unity power factor, a very
desirable situation from the point of view of the electricity suppliers (the
grid). The main transformer also has some filter windings which are
designed to further attenuate harmonics from the loco's traction motors
which may pass through the filtering in the DC link.
During regenerative braking this section also has to transfer power back to
the input converter to be fed back to the catenary. 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.
The 3-phase AC is fed to the AC traction motors, which are induction motors. As
the voltage and the frequency can be modified easily, the motors can be driven
with fine control over their speed and torque. By making the slip frequency of the
motors negative (i.e., generated AC is 'behind' the rotors of the motors), the motors
act as generators and feed energy back to the OHE — this is how regenerative
braking is performed. There are various modes of operation of the motors,
including constant torque and constant power modes, balancing speed mode, etc.
depending on whether their input voltage is changed, or the input frequency, or
both.
This type of DC supply is supplied to the vehicle through two different ways:
a. 3rd and 4th rail system operate at low voltages (600-1200V)
b. Overhead rail systems use high voltages (1500-3000V)
The supply systems of DC electrification include:-
a. 300-500V supply for the special systems like battery systems.
b. 600-1200V for urban railways like tramways and light metro trains.
c. 1500-3000V for suburban and mainline services like light metros and heavy metro
trains.
Due to high starting torque and moderate speed control, the DC series motors are
extensively employed in the DC traction systems. They provide high torque at low
speeds and low torque at high speeds.
Advantages:-
a. In case of heavy trains that require frequent and rapid accelerations, DC traction
motors are better choice as compared AC motors.
b. DC train consumes less energy compared to AC unit for operating same service
conditions.
c. The equipment in DC traction system is less costly, lighter and more efficient than
AC traction system.
d. It causes no electrical interference with nearby communication lines.
Disadvantages:-
1. Expensive substations are required at frequent intervals.
2. The overhead wire or third rail must be relatively large and heavy.
3. Voltage goes on decreasing with increase in length.
2. AC Electrification System
An AC traction system has become very popular nowadays, and it is more often
used in most of the traction systems due to several advantages, such as quick
availability and generation of AC that can be easily stepped up or down, easy
controlling of AC motors, less number of substations requirement, and the
presence of light overhead catenaries that transfer low currents at high voltages,
and so on.
The supply systems of AC electrification include single, three phase, and
composite systems. The Single phase systems consist of 11 to 15 KV supply at
16.7Hz, and 25Hz to facilitate variable speed to AC commutation motors. It uses
step down transformer and frequency converters to convert from the high voltages
and fixed industrial frequency.
The Single phase 25KV at 50Hz is the most commonly used configuration for AC
electrification. It is used for heavy haul systems and main line services since it
doesn’t require frequency conversion. This is one of the widely used types of
composite systems wherein the supply is converted to DC to drive DC traction
motors.
Three phase system uses three phase induction motor to drive the locomotive, and
it is rated at 3.3.KV, 16.7Hz. The high-voltage distribution system at 50 Hz supply
is converted to this electric motor rating by transformers and frequency converters.
This system employs two overhead lines, and the track rail forms another phase,
but this raises many problems at crossings and junctions.
Advantages;
1. Fewer substations are required.
2. Lighter overhead current supply wire can be used.
3. Reduced weight of support structure.
4. Reduced capital cost of electrification.
Disadvantages;
1. Significant cost of electrification.
2. Increased maintenance cost of lines.
3. Overhead wires further limit clearance in tunnels.
4. Upgrading needs additional cost especially in case there are bridges and tunnels.
5. Railway traction needs immune power with no cuts.
3. Composite System
Composite System (or multi-system) trains are used to provide continuous
journeys along routes that is electrified using more than one system. 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.
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 16⅔ Hz AC, 25 kV 50 Hz AC).
VOLTAGES USED FOR ELECTRIC
TRACTION IN INDIA
Voltages used are 1.5kV DC and 25kV AC for mainline trains.
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 Church gate - Virar). There are plans [2/04]
to change this to 25kV AC by 2010. In preparation for this, BHEL has been
retrofitting some Alstom EMUs with AC drives to allow them to operate with both
DC and AC traction as the system conversion proceeds (see the section on EMUs).
Conversion to 25kV AC has already been done on the Titwala-Kasara section; next
to be converted is Khapoli-Vangani, Vangani-Thane, and Titwala-Thane. The
Madras suburban routes (Madras-Tambaram in the '60s, extended later to
Villupuram) used to be 1.5kV DC until about 1967, when it was converted to 25kV
AC (all overhead catenary supply). (This is where the MG DC locos were used,
e.g., the YCG-1 series.)
The Delhi Metro uses 25kV AC overhead traction with a catenary system on the
ground-level and elevated routes, and uses a rather unusual 'rigid catenary' or
overhead power rail in the underground tunnel sections (Line 2).
The Calcutta trams use 550V DC with an overhead catenary system with
underground return conductors. The catenary is at a negative potential.
TRACTION CONVERTERS
In 1999 Indian Railways (IR) introduced its first diesel-electric freight locomotive
with three-phase AC Traction Technology; the WDG4 locomotive.
This was followed by the first ever IGBT based Traction Converter on Locomotive
rolled out on Indian Rails in October 2006. Designed, built and commissioned by
Siemens in collaboration with Diesel Locomotive Works (DLW) within a well
controlled project schedule involving high quality of project management and
system engineering.
It was pressed into service at South Western Railway in Dec’06 and has since been
doing satisfactory revenue service. The induction of IGBT based propulsion
technology of Siemens has endowed IR locomotives with a range of benefits:
In all the electric locomotives, limiting the value of current during starting, speed
control is achieved by supply of variable voltage to the traction motors. This
variation of applied voltage can be carried out easily by the use of transformer
along with Static Convertor provided in the locomotive.
The windings which form the electrical circuit must fulfill certain basic
requirements, particularly the di-electric, thermal and mechanical stresses imposed
on it during testing as well as in service and cater for over loads under adverse
conditions.
The WAG9 transformer unit consists of the main transformer active part and two
different types of reactors, hosed in a tank.
The main transformer converts the overhead line voltage (25 kV) to the lower
operating voltages for:
traction power supply 1268V
auxiliary 1kV
The main transformer is integrated into the traction circuit between overhead
line and rail return line.
The primary current line flows from the pantograph via roof line, vacuum
circuit breaker, the roof bushing into the primary winding of the main
transformer. It then flows back to the rail via the earth return brushes on four of
the six axles. And WAP5, WAP7 transformer has total load winding in addition
toWAG9 transformer.
DESCRIPTION OF THREE PHASE LOCO TRANSFORMER &
ITS PARTS
Each loco requires one transformer for feeding supply to traction converters/
traction motors, to auxiliary converter for supplying to auxiliary machines and to
supply Hotel load of train. This transformer will consist of Primary winding, 04
Traction windings, auxiliary winding (BUR) and Hotel Load winding. In addition,
it has a FILTER winding which is connected on locomotive to passive filter.
The transformer tank also contains 02 series resonant chokes (one for each
converter) & 03 Auxiliary Converter double chokes (one for each of the 03
auxiliary converters).
TRANSFORMER COOLING:
Transformer is oil cooled and external cooling of the oil is designed with two
independent oil circuits with cooling units located within the machine room of
locomotives. However, the cooling units / circuit component do not form part of
transformer supply.
DIFFERENT PARTS OF
A TRANSFORMER
i. Transformer tank:
Fastening Material: Aluminium
Colour: RAL-7009stain
Weight: 966 kg with lid
xi. Breather:
The special features of the transformer are:-
• Transformer is mounted under slung on under frame
• Transformer is designed for feeding GTO/IGBT based Power and Auxiliary
converter load.
The transformer tank is filled with oil which serves two purposes. It provides
enhanced insulation to the transformer and its surroundings and the oil absorbs the
heat generated in the transformer and takes it away to the Transformer Oil Cooling
Radiator. The circulation of this oil is carried out by the MPH.
A flow valve with an electrical contact is provided in the oil circulating pipe. As
long as the oil is circulating properly, the contacts on the relay remain closed.
However, in case the MPH fails or stops the relay contacts open which in turn trips
master auxiliary protection relay Q-118. This trips the main circuit-breaker (DJ) of
the loco. Thus the transformer is protected.
The MPH circulates the transformer oil through a radiator array on top of the
transformer. Air is blown over the radiator by the MVRH. This discharges the heat
from the radiator into the atmosphere. A flow detecting relay is provided in the air-
stream of the MVRH. The flow detector is a diaphragm type device. The flow of
air presses the diaphragm which closes an electrical contact. This relay is known as
the QVRH. In case the MVRH blower fails the QVRH releases and trips the DJ
through the relay Q-118.
The transformer and its cooling equipment. The small vertical motor on top left is
the MPH and the horizontal larger motor in the top centre is the MVRH and
behind it is the oil cooling radiator.