DESIGN OF POWER SYSTEM STABILIZER USING ROBUST

CONTROL TECHNIQUES
A THESIS
BHARAT HEAVY ELECTRICAL LIMITED
BANGALORE
Submitted in partial fulllment for the award of the Degree of
MASTER OF TECHNOLOGY
IN
ELECTRICAL AND ELECTRONICS ENGINEERING
(Industrail Power And Automation)
By
SOUMYABRATA BARIK
(M120193EE)
DEPARTMENT OF
ELECTRICAL AND ELECTRONICS ENGINEERING
NATIONAL INSTITUTE OF TECHNOLOGY CALICUT
NIT CAMPUS PO, CALICUT
KERALA, INDIA 673601.
DECEMBER 2013
ACKNOWLEDGEMENT
I express my profound sense of gratitude to my project guide Dr. ABRAHAM
T MATHEW, professor, Electrical Engineering Department, NIT Calicut for his sys-
tematic guidance and valuable advices.
I use this opportunity to thank Dr. SUSY THOMAS, Professor, Head of the Depart-
ment, Electrical Engineering Department, for providing me with all the necessary
facilities for the work.
I take this opportunity to thank all the other teaching and non teaching sta mem-
bers of Electrical Engineering Department for their valuable help. I also extend my
gratitude to God Almighty; His blessing were with me throughout the period of my
project work
SOUMYABRATA BARIK
ii
CERTIFICATE
This is to certify that the thesis entitled: DESIGN OF POWER SYSTEM
STABILIZER USING ROBUST CONTROL TECHNIQUES being sub-
mitted by Mr. Soumyabrata Barik to the National Institute of Technology Cali-
cut towards the partial fulllment of the requirement for the award of the Degree of
Master of Technology in Electrical Engineering (Power System) is a bonade record
of the work carried out by him under my supervision and guidance.
Dr. ABRAHAM T MATHEW
Professor
Department of Electrical Engineering
NIT Calicut
Dr.SUSY THOMAS
Professor and Head
Department of Electrical Engineering
NIT Calicut
Place:
Date:
iii
ABSTRACT
We underwent industrial training at BHARAT HEAVY ELECTRICAL LIMITED
(BHEL), Bangalore. It is an integrated power plant equipment manufacturer and one
of the largest engineering and manufacturing companies in India in terms of turnover.
BHEL Electronics Division (EDN), Bangalore is a leading supplier of new Generation
Power Plant Automation and Control Systems. The Electronics Division has also
emerged as a leading player in the eld of power transmission and distribution,
industry, transportation and nonconventional energy sources. The equipments and
systems manufactured, meet the demanding requirements of both the national and
international markets in terms of technical specication and quality. The Division has
established references both in India and overseas by successful Installation of Power
Plant Automation and Photovoltaic systems. Besides providing unied solutions for
various control system applications the Division holds the largest market share for
Power Plant Automation systems in India. This training report includes an overview
of BHEL EDN products with special focus on Traction Systems they provided.
iv
TABLE OF CONTENTS
Page
List of Figures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . vii
CHAPTERS
1 INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
1.1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
1.2 BHEL EDN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
1.3 Summary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
2 PROFILE OF INDUSTRY . . . . . . . . . . . . . . . . . . . . . . . . . . 3
2.1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
2.2 Product Panorama . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
2.2.1 Automation and power electronic systems . . . . . . . . . . . 4
2.2.2 Semiconductor and photovoltaic systems . . . . . . . . . . . . 5
2.2.3 Defence electronics . . . . . . . . . . . . . . . . . . . . . . . . 5
2.3 Services Oered . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
2.4 BHEL EDNs Department List: . . . . . . . . . . . . . . . . . . . . . 6
2.4.1 Control Equipment . . . . . . . . . . . . . . . . . . . . . . . . 6
2.4.2 SC And PV . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
2.4.3 Sub Assembly (SA) . . . . . . . . . . . . . . . . . . . . . . . 7
2.4.4 Defence Electronics . . . . . . . . . . . . . . . . . . . . . . . . 7
2.5 Vision . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
2.6 Mission . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
2.7 Values . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
2.8 Quality policy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
2.9 Summary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
3 TRACTION SYSTEMS . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
3.1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
v
3.2 Supply Systems For Electric Loco . . . . . . . . . . . . . . . . . . . . 9
3.2.1 Current Collector For Loco . . . . . . . . . . . . . . . . . . . . 11
3.3 Locomotive Detail And Specication . . . . . . . . . . . . . . . . . . 13
3.4 Motors Used . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
3.5 AC Traction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
3.6 Gear Of Traction Motor . . . . . . . . . . . . . . . . . . . . . . . . . 22
3.6.1 Spur Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
3.6.2 Helical Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
3.7 Summary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
4 TRACTION CONVERTERS AND CONTROLS FOR RAILWAYS . . . 24
4.1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
4.2 System Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
4.3 Advantages and Limitaions Of 3 Phase Ac Drive Technology . . . . . 26
4.4 Regenerative Braking . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
4.5 Summary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
5 PROPOSALS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
6 CONCLUSION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
REFERENCES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31
vi
LIST OF FIGURES
Page
3.1 Electric Locomotive . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
3.2 Bow Collector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
3.3 Pantograph Collector . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
3.4 Specications of WAP5 . . . . . . . . . . . . . . . . . . . . . . . . . . 14
3.5 Specications of WAG5 . . . . . . . . . . . . . . . . . . . . . . . . . . 15
3.6 Specications of WAG9 . . . . . . . . . . . . . . . . . . . . . . . . . . 16
3.7 Diagram showing how a dc motor drives the axle . . . . . . . . . . . 17
3.8 Nose Suspended Traction Motor . . . . . . . . . . . . . . . . . . . . . 18
3.9 Diagram of quill Drive . . . . . . . . . . . . . . . . . . . . . . . . . . 19
3.10 Spur gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
3.11 Helical gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
4.1 Convertor Electronics . . . . . . . . . . . . . . . . . . . . . . . . . . 24
4.2 Block diagram of modern AC Electric Locomotive . . . . . . . . . . . 25
4.3 GTO Based Traction Converter . . . . . . . . . . . . . . . . . . . . . 27
vii
CHAPTER 1
INTRODUCTION
1.1 INTRODUCTION
BHEL is the largest engineering and manufacturing enterprise in India in the en-
ergy related infrastructure sector today. BHEL was established more than 40 years
ago steer them in to a indigenous heavy electrical equipments in India. It has been
earning prots continuously since 1971-72 and achieved sales turnover of Rs.21401
million with a prot after tax of RS.4430 million in the year 2007-08 which is a 18.4
percentage increase prot when compared to the 2006-07.
BHEL caters to the core sectors of Indian economy viz., power generation and trans-
mission, industrial needs, transportation, renewable energy, defence etc... The wide
network of BHEL consist of 14 manufacturing division,4 power sector regional cen-
ters, 8 service centers, 15 regional oces and a large number of projects sites spread
all over India and abroad enables the company to promptly serve its customer and
provided them with suitable products, systems and service- eciently and at com-
petitive prices.
BHEL has already attained ISO 9001 certication and all the units/division of BHEL.
All the major units and divisions of BHEL have been awarded ISO 14001 certication
for environmental management systems and OHSAS 18001 certication for occupa-
tional health and safety management systems.
BHEL has also joined United Nations Global Compact and has committed to sup-
port the set of core values enshrined in its ten principles in the area of Human Rights,
Labor Standards, Environment and Anti-Corruption.
The industrial training was done in a group of 5 students. Along with overall plant
visit and analysis, we identied 5 separate sections and analyzed each of them in
detail by each individual.
The sections identied were
Semiconductor photovoltaic
Traction
Generator controls
1
Turbine generator controls
Steam generator controls
Balance of Plant
Automation control system
1.2 BHEL EDN
The Electronics Division (EDN) of BHEL was formed in 1976 to establish a strong
base in the areas of power and control electronics, to supplement the Companys
pioneering eorts in power generation and transmission equipment manufacturing.
Making a modest beginning with a turnover of Rs. 3 crores in 1976-77, the unit
achieved record turnover of over Rs. 2003 crores in the previous nancial year 2010
11. This growth is amply reected in the fact that most of the power plants and
process industries in the country today are equipped with products and systems
made by BHEL-EDN. Its quick progress is aided by the collaborations with interna-
tional leaders in the eld. But it was BHEL-EDNs relentless eorts and unwavering
commitment to in-house solutions that have really contributed to its rapid growth
and success. Even in the midst of sti competition posed by the world leaders and
domestic private manufacturers, BHEL-EDN has successfully maintained its growth
rate and become a major force to reckon with in power and industrial electronics.
In recognition of its commitment to the quality systems and procedures, the unit is
certied for ISO 9001 since July 1993. To fulll its role of a responsible corporate
citizen envisaging protection and conservation of the environment and ensuring that
its products and systems are also environmental friendly, BHEL has nalized a Cor-
porate Environment Management Policy. Accordingly, the Electronics Division has
become the rst Electronics Industry in Bangalore to get ISO 14001 Environment
Management System Certication[1].
1.3 SUMMARY
This chapter discuss about the BHEL and the specied the dierent areas in
BHEL,EDN. The Chapter 2 deals with the prole of the Industry.
2
CHAPTER 2
PROFILE OF INDUSTRY
2.1 INTRODUCTION
BHEL is an integrated power plant equipment manufacturer and one of the largest
engineering and manufacturing companies in India in terms of turnover. We were
established in 1964, ushering in the indigenous Heavy Electrical Equipment industry
in India - a dream that has been more than realized with a well-recognized track
record of performance. The company has been earning prots continuously since
1971-72 and paying dividends since 1976-77.
The rm is engaged in the design, engineering, manufacture, construction, testing,
commissioning and servicing of a wide range of products and services for the core sec-
tors of the economy, viz. Power, Transmission, Industry, Transportation(Railway),
Renewable Energy, Oil and Gas and Defence. They have 15 manufacturing divisions,
two repair units, four regional oces, eight service centres and 15 regional centres
and currently operate at more than 150 project sites across India and abroad. We
place strong emphasis on innovation and creative development of new technologies.
Our research and development (R and D) eorts are aimed not only at improving
the performance and eciency of our existing products, but also at using state-of-
the-art technologies and processes to develop new products. This enables us to have
a strong customer orientation, to be sensitive to their needs and respond quickly to
the changes in the market.
The high level of quality and reliability of our products is due to adherence to in-
ternational standards by acquiring and adapting some of the best technologies from
leading companies in the world including General Electric Company, Alstom SA,
Siemens AG and Mitsubishi Heavy Industries Ltd., together with technologies devel-
oped in our own R and D centers.
Most of their manufacturing units and other entities have been accredited to Quality
Management Systems (ISO 9001:2008), Environmental Management Systems (ISO
14001:2004) and Occupational Health and Safety Management Systems (OHSAS
18001:2007).
They have a share of 59 percentage in Indias total installed generating capacity
contributing 69 percentage (approx.) to the total power generated from utility sets
3
(excluding non-conventional capacity) as of March 31, 2012.
They have been exporting our power and industry segment products and services
for over 40 years. BHELs global references are spread across 75 countries. The
cumulative overseas installed capacity of BHEL manufactured power plant exceeds
9,000 MW across 21 countries including Malaysia, Omen, Iraq, the UAE, Bhutan,
Egypt and New Zealand. Our physical exports range from turnkey projects to after
sales services.They work with a vision of becoming a global engineering enterprise
providing solutions for a better tomorrow.
Their greatest strength is their highly skilled and committed workforce of 49,390
employees. Every employee is given an equal opportunity to develop himself/herself
and grow in his/her career. Continuous training and retraining, career planning, a
positive work culture and participative style of management - all these have engen-
dered development of a committed and motivated workforce setting new benchmarks
in terms of productivity, quality and responsiveness[2].
2.2 PRODUCT PANORAMA
2.2.1 Automation and power electronic systems
UNIFIED Automation for Power Plants (DCS for Steam Turbines, Steam Gen-
erators and Balance of Plant Systems)
Gas Turbine Control Systems
Hydro Power Plant Control Systems
Excitation systems Industrial Automation
Sub-station Automation and Supervisory Control and Data Acquisition Sys-
tems (SCADA)
DC Drive Systems
AC Drive Systems
Power Supplies
Static Starters
Traction Drive Systems for locos and EMUs
4
HVDC Systems / FACTS /Custom Power Controllers
Static VAR Compensation (SVC) Systems
Capswitch Systems
2.2.2 Semiconductor and photovoltaic systems
Power Semiconductor Devices
Solar Photovoltaic Cells
Photovoltaic Panels
PV Systems
Grid Interactive, Hybrid and Stand Alone PV Power Plants
Space Grade PV Panels
Space Quality Batteries
2.2.3 Defence electronics
Simre Tactical Gunnery Simulator
Infantry Weapon Eects Simulator for Tactical Gunnery Training
2.3 SERVICES OFFERED
Harmonic Measurement and analysis
System study for Reactive Power Compensation
Erection and commissioning by highly experienced team of Engineers
In- house expertise for ecient Service- after-sales
Assured Supply of Spares
A highly competent team to respond to Customers emergency needs
5
2.4 BHEL EDNS DEPARTMENT LIST:
2.4.1 Control Equipment
i)CE Marketing
ii)CE Commercial
iii)CE Engineering
Boiler Control
Turbine Generator Control
Balance of Plant
Generator and Hydro Control
Gas Turbine Control
HMI and PADO
HVDC, RPM and- SCADA
Engineering Services
External Services
iv)CE Material Management
Material Management
Goods Inwards
Imports and Indigenous Purchase
Material Planning and Co-ordination
Central Purchase Department
Purchase Resold
v) CE Spares Management
vi) CE Traction
Traction Engineering
6
Drives and Power Supplies
vii) CE Production
Fabrication
Main Assembly
Production Planning and Control
System Testing
2.4.2 SC And PV
Marketing Commercial System Engineering
Engineering
Material Management
Production
2.4.3 Sub Assembly (SA)
SA Engineering
MM Purchase
Module Repair Centre
Production Planning and Control
Production
Testing
Energy Meter Commercial and Production
2.4.4 Defence Electronics
Defence Engineering
Material Management
Production
7
2.5 VISION
A world-class engineering enterprise committed to enhancing stakeholder value.
2.6 MISSION
To be an Indian multinational engineering enterprise providing total business solu-
tion through quality products, systems and services in the elds of energy, industry,
transportation, infrastructure and other potential areas.
2.7 VALUES
Zeal to excel and zest for change
Integrity and fairness in all matters
Respect for dignity and potential of individuals
Strict adherence to commitments
Ensure speed of response
Faster learning, creativity and team-work
Loyalty and pride in the company
2.8 QUALITY POLICY
In the quest to be world-class, BHEL pursues continual improvement in the quality
of its products, service and performance leading to total customer satisfaction and
business growth through dedication, commitment and team work of all employees.
2.9 SUMMARY
This chapter discussed about the prole of the company,the dierent product
panorama, services oered , dierent departments, vision, mission, values and the
quality policies. The next chapter discussed about the detailed review of the traction
system.
8
CHAPTER 3
TRACTION SYSTEMS
3.1 INTRODUCTION
An electric locomotive is a locomotive powered by electricity from an external
source. Sources include overhead lines, third rail, or an on-board electricity storage
device such as a battery, y wheel system , or fuel cell. One advantage of electri-
cation is the lack of pollution from the locomotives themselves. Electrication also
results in higher performance, lower maintenance costs, and lower energy costs for
electric locomotives. Power plants, even if they burn fossil fuels, are far cleaner than
mobile sources such as locomotive engines. Also the power for electric locomotives
can come from clean and or renewable sources ,including geothermal power, hydro-
electric power, nuclear power, solar power , and wind turbines. Electric locomotives
are also quiet compared to diesel locomotives since there is no engine and exhaust
noise and less mechanical noise. The lack of reciprocating parts means that electric
locomotives are easier on the track, reducing track maintenance. Power plant capac-
ity is far greater than what any individual locomotive uses, so electric locomotives
can have a higher power output than diesel locomotives and they can produce even
higher short-term surge power for fast acceleration. Electric locomotives are ideal for
commuter rail service with frequent stops. They are used on high-speed lines, such
as ICEinGermany, Acela in the US, Shinkansenin Japan and TGVin France. Elec-
tric locomotives are alsoused on freight routes that have a consistently high trac
volume, or in areas with advancedrail networks. Electric locomotives benet from
the high eciency of electric motors, often above 90 percentage.Additional eciency
can be gained from regenerative braking,which allows kinetic energy to be recovered
during braking to put some power back on the line. Newer electric locomotives use
AC motor-inverter drive systems that provide for regenerative braking[3].
3.2 SUPPLY SYSTEMS FOR ELECTRIC LOCO
Indian Railway has adopted 25 KV industrial frequency ( 50 Hz) A.C supply sys-
tem for traction purposes. The power supplies are derived from 220 KV / 132 KV 3
phase transmission system from the various grids. The basic arrangement constitutes
9
Figure 3.1: Electric Locomotive
incoming supply to Railway traction substation at a voltage level of 220 KV / 132
KV , which normally feeds power along the track for 35-40 Km. Adjacent traction
substation are fed from dierent phases in rotation in order to balance the 3 phase
load in its entirety. Neutral sections are provided in between two adjacent substation
to prevent the bridging of dierent phases while passing the electric locomotive .Level
of voltage is reduced to 25 KV for the end use of locomotives by 21.6 MVA signal
phase power transformers placed at traction sub stations which are located at every
30-35 Kms distance along the track.
The single phase 50 Hz power for the electric traction is obtained from
220/132/110/66 kV Extra High Voltage 3 phase grid system through step down
single phase transformers. For this purpose duplicate feeders comprising of only 2
phases are run from the nearest sub-station of the Supply Authority to the traction
substation. The 25 kV single phase conventional systems as adopted on Indian Rail-
ways have been described in this report.
On the secondary side one transformer circuit breaker and one feeder circuit breaker
are installed with associated double pole isolator the bus bar connections being such
10
that full exibility of operation is assured. The traction substation is designed for
remote operation. The facilities exist to change over from one feeder to the other by
means of isolator/bus coupler. One end of the secondary winding of the transformer
is solidly earthed at the substation and is connected to track/return feeder through
buried rail.
3.2.1 Current Collector For Loco
A) Trolley Collector
A trolley pole is not attached to the overhead wire. The pole sits atop a sprung
base on the roof of the vehicle, with springs providing the pressure to keep the trolley
wheel or shoe in contact with the wire. If the pole is made of wood, a cable brings
the electrical current down to the vehicle. A metal pole may use such a cable, or
may itself be electrically live, requiring the base to be insulated from the vehicle
body. Trolley poles are usually raised and lowered manually by a rope from the back
of the vehicle. The rope feeds into a spring reel mechanism, called a Trolley catcher
or trolley retriever.
B)Bow Collector
The bow collector is also employed for collecting the current with tramways. The
bow collector consist of light metal strip or bow 0.6 or 0.9 meter wide pressing against
the trolley wire and attached to frame work mounted on the roof of loco.
C) Pantograph Collector
The pantograph is implied in railways for collection of current where the operating
speed is as high as 100 or 130 kmph and the current to be collected are as large
as 2000 or 3000 amperes. Pantographs are mounted on the roof of the vehicle and
usually carry a sliding shoe for contact with the overhead trolley wire.
These consist of a jointed frame usually of a steel tubing. The contact shoes are
usually about1.2 meters long. There may be a single shoe or two shoes on each
pantograph. The shoes maybe straight throughout their lengths or cambered slightly
or may be in the form of an auxiliary bow. Material used for pantograph is often
steed with sometimes, wearing plates of copper or bronze inserted. The pressure
varies from 5 to 15 kg. The pantograph is raised or lowered from the driver cab by
11
Figure 3.2: Bow Collector
one of the following methods or with some modication of it
i) Air raised, gravity lowered.
ii)Air raised, spring lowered,
iii)Spring raised, air lowered.
The pantograph should be such construction that they maintain continues contact
with a overhead wire at reasonably constant pressure at any height. They must be
light enough in order to follow the overhead wire as it changes height above the rails
to pass under over head crossing etc., with minimum inertia eects even at high
speeds they must be suciently strong and rigid to resist air pressures both head on,
due to speed of train, and transverse, due to wind; also they must resist stresses due
to the sway of the locomotive at high speeds and some extent, stresses due to blows
from the overhead system at deectors or turnouts etc. and from striking birds. If,
however, there is a serious trouble on the overhead system, the pantograph must be
suciently pliable so that it will be damaged rather than pulling down the over head
structure. The above arrangement has the following advantages over other types of
12
Figure 3.3: Pantograph Collector
collectors.
i) It can be operate in either direction of motion.
ii)There is no risk of leaving wire junction etc.
iii) The erection of the overhead network is very simple due to absence of points
andgrooved crossing required for bows.
3.3 LOCOMOTIVE DETAIL AND SPECIFICATION
A) WAP 5
This 5000 HP locomotive was evolved to meet the requirement of hauling longer
trains of 24 coaches at higher speed up to 130 kmph over Indian railways. This loco
is presently hauling important high-speed trains on Indian Railways. These are six
axles loco with axle and nose suspended drive.
B) WAG 5
Introduced in 1984. Power3850hp (some documents say3900hp, which may be a
latermodication), 6-axled (Co-Co).Starting TE 382kN (33500kgf); continuous TE
202kN (20600kgf).Adhesion 29 percentage. A very successful class, and probably the
one with the most numbers produced. There are many variants of these, starting with
the plain WAG-5. WAG-5A locos have Alsthom motors. Later versions were WAG-
5H and variants with Hitachi motors. The original WAG-5 units had a top speed of
80km/h. Many variants have a gear ratio of 21:58, the same as that of the WAM-
4 6P, which allows these WAG-5 locos to be used for mixed applications including
hauling passenger trains at 100km/h. Auxiliaries are from many sources: typically
Elgi compressors, Northey exhausters, and other equipment from S F India, but
many variations exist. Speed control by parallel combinations of motors and weak
13
Figure 3.4: Specications of WAP5
eld operation. Air brakes for loco, dual train brakes are original equipment. In
the external appearance of WAG-5 locos, it can be seen that locomotives with road
numbers up until 23293 have side louvres and round glass windows like the WAM-
4 locos showing the legacy of the WAM-4 design. From number 23294 onwards
the locos have the newer WAP-4/WAG-7 style of louvres, thought to be for better
ventilation.
C) WAG 9
With the ever increasing freight trac and the need for hauling heavier loads in 1 in
200 grade at increased balancing speeds, CLW went into for the design of an uprated
version of WAG-5 locomotive with high capacity transformer, rectier, traction mo-
tor,compressor and other matching associated equipments. These are six axles loco
with axle and nose suspended drive. DC series motors, controlled by a tap changer
are used in this locomotive. Indian Railway is going to achieve 7,00 million tonnes
of trac, WAG-7 is the main stay of loco. In the locomotive vehicle marketWAG -9
14
Figure 3.5: Specications of WAG5
is more economical option and one of the cheapest in the world.
3.4 MOTORS USED
A) DC Series Motor
The traditional DC (Direct Current)electric motor driving a train or locomotive is
a simple machine consisting of a case containing a xed electrical part, the stator
(called the stator because it is static and comprising what is called the eld coils)
and a moving electrical part, the rotor (because it rotates) or armature as it is often
called. As the rotor turns, it turns a pinion which drives a gearwheel.
The gearwheel is shrunk onto the axle and thus drives the wheels as shown in the dia-
gram above. The motion of the motor is created by the interaction of the magnetism
caused by the currents owing the stator and the rotor. This interaction causes the
rotor to turn and provide the drive. The stator and the rotor of the DC motor are
connected electrically. The connection consists of xed, carbon brushes which are
spring loaded so that they remain in contact with an extension of the armature called
the commutator. In this way, the eld coils (the stator) are kept in the circuit with
15
Figure 3.6: Specications of WAG9
the rotor (the armature and commutator).
B) Nose Suspended Motor
The following diagram shows the layout of the traditional DC motor mounted in a
bogie as a nose suspended motor. In electric trains or locomotives, the DC motor
was traditionally mounted in the bogie frame supported partially by the axle which
it drove and partially by the bogie frame.
The Motor Case Was Provided With A Nose Which Rested On A Bracket Fixed
To The Transom Of The Bogie. It Was Called A Nose Suspended Motor (See
Diagram Above) And Is Still Common Around The World. Its Main Disadvantage
Is That Part Of The Weight Rests On The Axle And Is Therefore Unstrung. This
Leads To Greater Wear On Bogie And Track. Nowadays, Designers Try To Ensure
All The Motor Weight Is Sprung By Ensuring It Is Carried Entirely By The Bogie
16
Figure 3.7: Diagram showing how a dc motor drives the axle
Frame - A Frame Mounted Motor.
C) Quill Drive
This is a simplied diagram of a quill drive. A quill is described in the dictionary
as, the hollowstem of a feather and a bobbin or spindle, as well as a feather
and, alternatively, what aporcupine has on its back.In railway traction terms, a quill
drive is where a hollow shaft is placed round the driving axle and the motor drives
the quill rather than driving the axle as it does with a nose suspended drive.
The quill itself is attached, at one end, to one of the wheels by means of rubber bushed
17
Figure 3.8: Nose Suspended Traction Motor
links and,at the other end, to the gearwheel by similar links. The big advantage of
such drives is that all the weight of the motor is carried in the bogie frame (so it
is a frame mounted motor) instead of it being directly supported by the axle and
therefore partially unstrung.
3.5 AC TRACTION
The AC (alternating current) Drive, also known as Variable Frequency Drive, has
been the standard in industry for many years. While it has been used in locomotives
for over two decades (especially in Europe), it has only been recently that the price of
the drives has allowed them to be used in most of the new diesel-electric locomotives
in the United States.
AC traction for locomotives is a major improvement over the old DC systems. The
primary advantages of AC traction are adhesion levels up to 100 percentage greater
than DC and much higher reliability and reduced maintenance requirements of AC
traction motors.
The tractive eort of a locomotive (whether AC or DC) is dened by the equations:
18
Figure 3.9: Diagram of quill Drive
Tractive eort = Weight on drivers x Adhesion
Adhesion = Coecient of friction x Locomotive adhesion variable
The friction coecient between wheel and rail is usually in the range of .40 to .45
for relatively clean, dry rail in reasonable condition and is essentially the same for all
locomotives. The locomotive adhesion variable represents the ability of the locomo-
tive to convert the available friction into usable friction at the wheel rail interface.
It varies dramatically from about .45 for old DC units to about .90 for modern AC
units. This variable incorporates many factors including electrical design, control
systems, truck type and wheel conditions.
First generation DC locomotives such as SW1200s, GP9s, SD40s, and GE center
cabs typically have adhesion levels of 18 percentage to 20 percentage. More modern
units with adhesion control such as SD60s and Dash 8s have adhesion levels of 25
percentage to 27 percentage. The newer AC traction units such as the SD80MAC
and the C44AC are usually rated at 37 percentage to 39 percentage adhesion. Thus,
the newer locomotives have about twice the adhesion of the older units and the Class
I railroads are, in fact, typically replacing two older units with a single new AC unit.
There are three primary reasons that AC traction oers so much more adhesion.
19
First, in a standard DC drive, if wheel slip occurs, there is a tendency for the trac-
tion motor to speed up and run away, even to the point of mechanical failure if the
load is not quickly reduced. As the wheel slippage increases, the coecient of friction
also drops rapidly to a level of 0.10 or less, and because all the motors are connected
together, the load to the entire locomotive must be reduced. Therefore, maximum
adhesion is obtained by operating at a level with a comfortable margin of safety
below the theoretical maximum. More modern DC systems incorporate a wheel slip
control which senses the beginning of a slip and automatically modulates the power
in order to retain control. This allows the locomotive to operate safely at a point
closer to its theoretical maximum.
The AC system, however, operates in a very dierent fashion. The variable frequency
drive creates a rotating magnetic eld which spins about 1 percentage faster than
the motor is turning. Since the rotor cannot exceed the eld speed, any wheel slip is
minimal (less than 1 percentage) and is quickly detected by the drive which instantly
reduces load to the axle.
Next, the DC locomotive typically has a number of throttle settings with a set power
level for each one. While this system is simple and eective, it does not produce a
constant motor torque since power is the product of torque and speed. Therefore,
the tractive eort varies signicantly for each throttle setting depending on speed,
making it impossible to obtain maximum adhesion.
The AC locomotive, however, can control to a specic motor torque level allowing
the tractive eort to be essentially constant at the higher range of available adhesion.
Ths fast acting wheel slip control can counteract any wheel slip so that the torque
level can be set close to the upper limits.
The third way that AC traction provides improved adhesion is through weight trans-
fer compensation. When a locomotive is pulling a load, weight tends to transfer from
the front axle to the rear axle of each truck. At maximum tractive eort, the weight
on the lead axle may be reduced by about 20 percentage. Since the tractive eort is
proportional to the weight on drivers, then in a DC system where the motors are fed
from a common source, the tractive eort will be determined by the lightest axle.
Thus, in eect, the equivalent locomotive weight is reduced by about 20 percentage.
With an AC system, however, the drive is able to compensate for the weight transfer.
When the lead axle goes light, the AC drive system will reduce power to that axle
and apply more power to the rear axle without incurring wheelspin.
20
The combination of eliminating wheel slip and compensating for weight transfer gives
the AC traction system an adhesion of 37 percentage to 39 percentage versus the 18
percentage to 20 percentage of the older DC systems. Therefore, a locomotive with
AC traction can provide the same tractive eort as a DC locomotive weighing twice
as much or can give twice as much tractive eort for the same weight.
GE and EMD added AC traction to their mainline units and were then able to re-
place two older DC units with one new AC locomotive. Republic locomotive took
a dierent approach and decided to make a lighter, less costly unit for industrial
switching. The DC powered SW9/SW1200, produced in large quantities from 1951
to 1965 and used for heavy yard switching as well as branch line service, was taken
as the performance standard. At 230,000 to 240,000 pounds these units are typically
rated at about 40,000 pounds tractive eort continuous (somewhat higher intermit-
tent but limited by traction motors and generators). The AC traction RX500 at
144,000 pounds and a conservative 35 percentage adhesion level is rated at 50,400
pounds tractive eort continuous.
With AC traction, it is also important to consider braking. As with traction, braking
is a function of weight on drivers. Therefore, when using standard friction braking
(tread brakes) the braking capability of the locomotive (excluding train braking) is
proportional to the locomotive weight. With AC traction, however, the braking can
be much higher because the drive system in braking acts just like the drive does in
traction thus eliminating wheel slip. The drive converts the motors to generating
mode (dynamic braking) and the electricity produced is dissipated in the braking
resistors. Thus the motors are slowing the locomotive without using the air brakes.
Again, the adhesion levels are much higher so the locomotive can again be signi-
cantly lighter for the same amount of braking. The dynamic braking in AC traction
locomotives also allows full braking down to zero speed, unlike DC dynamic braking.
All in all, the AC traction locomotive oers about twice the amount of adhesion as
a DC unit. Therefore, a modern lightweight AC locomotive such as the RX500 can
provide as much or more tractive eort than an old style DC unit like the SW1200
which weighs 60 percentage more.
21
3.6 GEAR OF TRACTION MOTOR
3.6.1 Spur Gear
Spur gears are straight-cut gears are the simplest type of gear. They consist of a
cylinder or disk, and with the teeth projecting radially, and although they are not
straight-sided in form, the edge of each tooth thus is straight and aligned parallel to
the axis of rotation. These gears can be meshed together correctly only if they are
tted to parallel axles.
Figure 3.10: Spur gear
3.6.2 Helical Gear
Helical gears oer a renement over spur gears. The leading edges of the teeth are
not parallel to the axis of rotation, but are set at an angle. Since the gear is curved,
this angling causes the tooth shape to be a segment of a helix. Helical gears can be
meshed in a parallel or crossed orientations. The former refers to when the shafts
are parallel to each other; this is the most common orientation. In the latter, the
shafts are non-parallel.
The angled teeth engage more gradually than spur gear teeth causing them to run
more smoothly and quietly. With parallel helical gears, each pair of teeth rst make
contact at asingle point at one side of the gear wheel; a moving curve of contact then
grows gradually across the tooth face to a maximum then recedes until the teeth
break contact at a single point on the opposite side. In spur gears teeth suddenly
22
Figure 3.11: Helical gear
meet at a line contact across their entire width causing stress and noise. Spur gears
make a characteristic whine at high speeds and can not take as much torque as helical
gears. Where as spur gears are used for low speed applications and those situations
where noise control is not a problem, the use of helical gears is indicated when the
application involves high speeds, large power transmission, or where noise abate
mentis important. The speed is considered to be high when the pitch line velocity
exceeds 25 m/s. A disadvantage of helical gears is a resultant thrust along the axis
of the gear, which needs to be accommodated by appropriate thrust bearings, and
a greater degree of sliding friction between the meshing teeth, often addressed with
additives in the lubricant.
3.7 SUMMARY
This chapter discusses about the traction systems and the various collectors spec
and motors used for the system.It also give the idea about the gears used in the
system. The next chapter gives the details of the traction control and the control for
railways.
23
CHAPTER 4
TRACTION CONVERTERS AND CONTROLS FOR RAILWAYS
4.1 INTRODUCTION
Traction drive systems are extensively used in 1600 HP Broad Gauge AC or AC/DC
Electrical Multiple Units (EMUs) and 6000 HP 3 Phase AC Locomotives for Indian
Railways. Rapid development in the eld of semiconductors and advent of micro-
processor based controls in traction application have enabled use of Gate Turn O
Thyristors (GTOs)/Insulated Gate Bipolar Transistors (IGBT s) with Squirrel Cage
Induction Motors instead of DC Motors to get better performance for a given weight
and volume. BHEL Electronics Division has been in the eld of Transportation for
the last one decade and have been supplying Vehicle Control Electronics and GTO
based Converters for Indian Railways. Today more than 50 percentage of 3 Phase
AC Locomotives run with Converters and Controls manufactured by BHEL.
Figure 4.1: Convertor Electronics
24
It uses 3 Phase technology uses GTO Thyristors or IGBTs and Pulse Width Modu-
lation (PWM) techniques on the Converter as well as the Inverter side with digital
controls for driving 3 Phase Squirrel Cage Induction Motor.3 phase technology has
the advantage to work at Unity Power Factor and draws sinusoidal current from the
catenary. Use of regenerative braking results in energy saving of upto 30 percent-
age, giving fast payback. This also reduces wear and tear of brake system thereby
ensuring higher life of components. Use of Squirrel Cage Induction Motors results in
virtually no maintenance as compared to conventional DC motors.
4.2 SYSTEM OVERVIEW
Incoming power from the catenary is fed through the transformer to two converters
which supply the motive power through the traction motors. The energy generated
during braking is fed back through the same chain into the traction supply network.
Irrespective of motoring or braking, the system continues to supply energy to the
onboard equipments and the vehicle battery. The overall Traction Control System
Figure 4.2: Block diagram of modern AC Electric Locomotive
consists of:
Input Transformer
Drive Converter and motor Inverter including Control Electronics
Auxiliary Converter
Train Control and Monitoring System (TCMS) or Vehicle Control Unit (VCU)
25
Powered Axle (Axle with Motor)
Battery Charger
Drivers screen (Cab Display)
Mechanical Design
4.3 ADVANTAGES AND LIMITAIONS OF 3 PHASE AC DRIVE
TECHNOLOGY
Advantages of the system are:
3 Phase technology uses GTO Thyristors / IGBTs and Pulse Width Modulation
(PWM) techniques on the Converter as well as the Inverter side with digital
controls for driving 3 Phase Squirrel Cage Induction Motor.
3 Phase technology has the advantage to work at Unity Power Factor and draws
sinusoidal current from the catenary.
Use of regenerative braking results in energy saving upto 30 percentage, giving
fast payback.
Use of Squirrel cage Induction Motors results in virtually no maintenance as
compared to conventional DC Drive systems.
Limitation with GTO based system
Requires large gate drivers and snubber circuits, hence higher losses
Obsolescence of power device GTO and electronic components
Proprietary ASICs and Hybrid circuits
Platform dependant control architecture, RTOS and software tools
Proprietary protocol, inability to congure third party hardware and software
26
Figure 4.3: GTO Based Traction Converter
4.4 REGENERATIVE BRAKING
Regenerative braking works on the principle of converting the kinetic energy of
the locomotive(and train) back to electricity by using the traction motors in reverse
(as generators) and feeding the electricity back to the OHE. This is somewhat easier
with DC than with AC traction as with the latter the phase and frequency of the
generated electricity have to be matched to that of the OHE. On the other hand,
regeneration with DC motors adds to their bulk and complexity. The newer AC locos
have microprocessor control which helps enormously as the wave form and phase of
the regenerated power can be adjusted precisely. The regenerated voltage is in eect
the loco presenting a negative load to the OHE system, which manifests itself as a
slight rise in the system voltage. This results in a corresponding reduction in energy
supplied by the generating units on the grid, and the regenerated energy can, in
principle, even go back to the supplying grid and be used elsewhere. The OHE is
said to be receptive if it is in a state where the loco can use regenerative braking. If
there is no other loco on the section that can absorb the power, and if the substation
is not setup to send power back to the supply grid, regeneration results in the OHE
27
voltage rising more than a certain threshold this is how the control systems on
board the loco can detect the(non-)receptivity of the line. If the line is not receptive
the loco has to resort to using frictional or rheostatic braking. Even if the line is
receptive, feeding power back to the supply grid may not always be possible, though,
because of practical constraints in the design of the substation equipment, reverse
ow detection relays in the supply grid (provided as protection in case of a fault
in the 132kV supply system), improper phase match by the loco resulting in relays
blocking the regenerated power, etc. The regenerated power therefore often gets used
just by circulating in the OHE system and thereby getting used by other locomotives
in the section. Because of this, regenerative braking bears fruit in busy sections
where there are always some live locos. (In other railway systems ,e.g., in Japan,
although not in India, sometimes the regenerated power is just dissipated using large
resistive loads at the substation or elsewhere.) Conversely when the system voltage
starts dropping, it is an indication that the locomotive(s) on the section is/are not
generating power and are instead consuming power (the normal case) in which case
the normal power supply feeds energy back in to the OHE. Apart from saving a
fraction of the electricity costs for the railways, regenerative braking in practice also
oers the driver ner control over braking a train, and the savings in brake pads and
other equipment used in normal frictional braking is also signicant. It has been
claimed that regnerative braking in busy sections can save up to 10 percentage or
more of the electricity cost. Electric braking has fast response-no air requirement.
No wear of brake components-higher life of components, Braking energy is not wasted
but back to the grid. Measurements show savings range between 12-30 percentage.
At an average cost of electricity a 3-Phase loco will produce electricity worth Rs 7.33
Crore in its service life. Taking the present cost of 3-Phase loco as Rs 13 Cr, the loco
pays back more than half of its cost by regeneration only.On a eet size of 100 locos,
this is a direct saving of Rs 733 Cr over the caudal life of the eet (35 years).These
are self debt-servicing locomotives.
4.5 SUMMARY
This chapter discussed about the traction converters and controls for railways. It
includes the advantages and the limitations of 3 phase AC drive technology also. The
next chapter discussed about the proposals for the better performance.
28
CHAPTER 5
PROPOSALS
The future trend is to go for IGBT instead of GTOs .BHEL banglore is developing
a 3 Phase AC Electrics for 7000 HP Locoand also for 6000HP AC Loco Using. The
controller can also be replaced by a FPGA which will give better performance.
29
CHAPTER 6
CONCLUSION
The industrial training in BHEL EDN was quite informative. Along with overall
plant visit and analysis, we had a detailed training in Semiconductor photovoltaic
section, Traction section, Generator controls, Balance of Plant and Automation con-
trol system. BHEL EDN provides a unied automation solution for entire power
plant comprising of Boiler, Turbine, Balance of Plant and integration with o-site
systems like Ash Handling, Coal Handling and Water System etc. .
This oer wide range of benets like
Uniformity of hardware, software and operations methodology
Uniformity in Maintenance, Training and Unied diagnostic
Eective co-ordination and Seamless communication between systems
Eective spares inventory Management and Ease for future expansion
30
REFERENCES
[1] http://www.bheledn.com/.
[2] Bhel edn catalog.
[3] Bhel manuals.
31
LIST OF SYMBOLS
ROBUST CONTROL
W
1
Pre Compensator
W
2
Post Compensator
S Sensitivity
T Complementary Sensitivity
G Nominal Plant
G
s
Shaped Plant
M
s
, N
s
Co-Prime Factors
32
LIST OF ABBREVIATIONS
AVR Automatic Voltage Regulator
PSS Power System Stabilizer
SMIB Single Machine Innite Bus
GEP Generator-Exciter-Power System
CPSS Conventional Power System Stabilizer
RPSS Robust Power System Stabilizer
SSSA Small Signal Stability Analysis
ODE Ordinary Dierential Equation