PROJECT PRESENTATION

ON

Regenerative Braking in three phase locomotives

By Ajay Israni IRSEE(P) 2006

Brake: Application of negative tractive effort to the train and the purpose is to reduce the speed of the train or stop the train.

Types of Braking System

Friction based - Vaccum Brake - Air Brake Electrical based (momentum) - Dynamic Brake - Rheostatic - Regenerative

Regeneration of Power in 3 Phase Induction Motor

Speed torque characteristics of conventional fixed frequency fixed voltage squirrel cage induction motor is given by T = k (v/f)2 * slip Where v = terminal voltage and f = supply frequency Regeneration takes place only when rotor is driven mechanically at super synchronous speed

3 Phase Induction motor characteristics

PWM Control of Induction Motor

Control System is required to give a variable voltage and variable frequency power supply to the traction motor from a fixed catenary voltage. This is achieved by using a voltage source inverter (VSI) which is fed from the 25kV catenary power through a converter and DC link capacitor. In a VSI the voltage as well frequency are varied on demand. To enable movement in either direction and regenerative braking, the power flow must be reversible, this is achieved through four quadrant controller.

Regenerative Braking In Loco

Power Circuit Diagram

Traction Converter
Line Converter DC Link Drive Converter

Traction Converter

contd..

The traction converter allows the train not only to drive but also to brake electrically. To control the tractive or braking effort and hence the speed of the vehicle, both frequency and amplitude of three phase converter output voltage are continuously changed according to the demand from the drivers cab. This allows continuous adjustment of the driving or braking torque of the traction motor, which means that the driving speed changes smoothly.

Line converter

The line converter maintains the DC link voltage at a value dependent on power, direction of energy flow and line voltage. Line converter consists of two pulse controlled single phase full bridge circuits which are connected in parallel on the DC link side. On the AC side, they are connected to the secondary winding terminals of the main transformers

Intermediate DC link
It performs two main tasks. Firstly it smoothens the direct current that flow through. Secondly it also performs storage function.

Drive Converter
The Drive Converter converts the DC from Intermediate DC link into three phase current for the drive motor (motoring). Conversely it is also able to convert the three phase current generated by the drive motors into direct current for braking

For regenerative braking to take place, there are two essential conditions

The generated voltage must be greater than the overhead voltage The overhead system must be receptive to the regenerative power

In case of three phase induction Motor, no additional apparatus or equipment are required for regenerative braking, since the induction motor operate as generator when driven at speed exceeding the synchronous speed, the switchover from motor action to generator action is automatic on a down grade with the tendency of the train to speed up. In VVVF system, the frequency of the motor can be varied to create the required disparity w.r.t. the supply frequency which would permit braking even on level section and almost upto zero speed.

Regenerative Braking
Curve 3 Curve 2 Curve 1 f3 f2 P3 f1 P1 T1 Positive torque

N2

N1 P2

P4 Negative torque

If at a speed N1, we reduce the frequency from f1 to f2 , then Sync. Speed reduces, and for the same motor speed N1, operating point shifts from P1 to P2 on regenerating portion with negative torque. Thus, regenerative braking is achieved, which is possible right upto near-zero speeds.

Torque - Speed characteristics in regeneration.

Working of Traction Converter (motoring/regeneration)

The line converter is a self commutating four quadrant converter consisting of full bridge GTO circuit.
The full bridge circuit GTOs are switched at frequency much greater than the line frequency, the switching signals for the four pairs of arm are shifted by 90 in relation to one another. This ensures that the AC current in the transformer primary winding is almost sinusoidal The motor converter consists of a pulse controlled three phase bridge circuit which is connected to the DC link, on the AC it is connected to three motor stator windings. All motors are connected in parallel

Working of Traction Converter (motoring/regeneration) contd.. In motoring mode (driving mode), the fundamental frequency of the motor terminal is higher than the frequency corresponding to the motor speed (positive slip) resulting in a positive motor torque. During braking, the fundamental frequency of the motor terminal voltage will be lowered below the frequency corresponding to the motor speed, resulting in a negative slip and therefore producing braking torque

Vector Diagram

Indian Railway

The population of three phase locomotive on Indian Railway is approx 145 comprising of WAG9, WAP5 and WAP7. The converter unit in these locomotives has the task of converting power between the transformer and the asynchronous motor in such a way that optimum tractive or braking effort can be generated at any speed. Only three loco sheds has been selected to maintain these three locomotives on Indian Railway i.e. Gomoh, Ajni and Ghaziabad

Indian Railway
contd..
ELS Gomoh is having holding of WAG-9 60 locos and WAP-7 8 locos. Data regarding energy consumed and energy regenerated during period of Feb to May 09 are Sr No 1 2 3 4 5 6 Loco No 31400 31402 31403 31404 31405 31407 Energy Consumed KWH/day 11795 9138 3348 10262 10650 10026 Energy Regenerated KWH/day 1319 747 358 1125 1350 1206 % Saving 11.2 8.2 10.6 11 12.7 12

7
8 9 10

31411
31412 31413 31415

10376
13594 10968 12089

1082
1959 1388 1728

10.2
14.4 12.5 14.3

Sr No 11 12 13 14 15 16

Loco No 31416 31417 31418 31419 31420 31421

Energy Consumed KWH/day 12737 10897 9423 13146 11229 7420

Energy Regenerated KWH/day 1257 942 1014 1486 1259 679

% Saving 9.9 8.8 10.8 11.3 11.2 9.2

17
18 19 20 21 22 23 24 25

31422
31423 31424 31049 30201 30202 30205 30206 30226

13890
12886 13633 15356 20041 15838 9490 10367 6522

1555
1875 1415 1120 3018 2232 1642 1827 1021

11.4
13.0 10.4 7.3 15.1 14.1 17.3 17.6 15.7

Case Study - DMRC

The modern design of metro rolling stock incorporating three phase induction motor and converter-inverter enables recovery of a major portion of consumed electricity by way of using regenerative braking
With smaller inter-station distances, metro operation is essentially of start/stop. Due to frequent acceleration and de-acceleration requirement, the energy demand is very high. Traction accounts for about 60-80% of total energy consumption in a metro system

Case Study DMRC contd..

DMRC rolling stock uses 25kV AC Traction with AC propulsion system capable of regeneration on its network. Traction motors in DMRC are VVVF controlled 220kW, 1450V 3 phase squirrel cage induction motors.

A typical rake used by DMRC consists of two units each comprising a driving trailer and motor car

Case Study DMRC contd..

Benefits to DMRC
1

Saving achieved through regenerative braking is an average of about 5-20% on different lines. Saving in wheel wear = approx. 1.3 lac/annum/rake Saving in brake block consumption = 53000 Rs/annum/rake Reduced down time and reduced manpower for maintenance are also significant

Advantages of regenerative braking

Energy saving Reduced wear of friction brake equipment Less wear of wheel

1.

2.

3.

Limitations of regenerative braking

1.

The regenerative braking effect rapidly reduces at lower speeds. Therefore the friction brake is still required in order to bring the vehicle to complete halt.

2.

Due to high average weight of freight trains and the fact that only locomotive axles are powered, high share of braking power comes from mechanical brakes and only small share of regenerative brake in locomotive itself, there exists limited potential to raise the share of recovered braking energy

Limitations of regenerative braking cond..

3.

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 capacitors or battery. No regenerative braking effect can occurs if another electrical component on the same supply system is not currently drawing power and if the battery and capacitors are already charged. The main disadvantage of regenerative braking as compared to rheostatic braking is the need to closely match the generated current with the supply characteristics

4.

Conclusions
1

Regenerative braking depends upon following factors:

i. ii. iii. iv.

Route Gradient Traffic Density Driven Axles

From the data regarding percentage saving in energy, it was found that it varies from 5 20% After this study, it can be concluded that by optimum use of regenerative braking techniques by loco drivers, there is wide scope of energy conservation

Conclusions
contd..
4.

5.

Auditing monthly energy conservation figures of regeneration Award for drivers for conserving maximum energy

THANK YOU