Technical

Report

The Performance and Costing of Electric Traction Trains

Hafsa al-haddabi
Student ID: 170046
Technical Report
Introduction
Railways are considered as one of the most important means of transportation and critical
part in infrastructure around the world. Therefore, materials and type of track are the major
factors responsible for the development of construction railways.

The main aim of this technical report is to explore the high performance of electric traction
train replacing the current diesel locomotives and costing evaluation of electric traction
trains. In addition this report will highlights the following main points:

1. design features of electric traction trains

1. Design features:
The use of the railway electrical system is very important, as despite its somewhat high cost,
it provides many advantages, including but not limited to. The increase in the traction forces
resulting from the electric motors used in the electrified train compared to the traction
forces of the train powered by diesel engines or steam engines. Furthermore, increasing the
acceleration of electric motors used in electric trains compared to the acceleration rate of
trains powered by diesel engines or steam engines. Electric motors have great traction even
when climbing bends with high inclination compared to the traction force of diesel and
steam engines when climbing the same curves. Also, these electrified trains are equipped
with electric brakes in addition to the brakes that work with air pressure, which makes them
have a great ability to stop compared to diesel and steam trains. When descending from a
curve, that is, it saves energy in this case.
2. Design Parameters:
The generator converts mechanical energy to electrical energy, which is sent to
the traction motors that propel the locomotive. Diesel-electric locomotives
can also use their traction motors as a brake to reduce speed train, a function
which is known as dynamic braking. In most diesel-electric locomotives, the
energy generated by dynamic braking is dissipated in the form of heat through
a resistor bank. Thus, in conventional diesel-electric locomotives, some
recoverable kinetic energy is wasted during dynamic braking. Not all
braking is achieved by the dynamic brakes; trains also use air brakes which are
applied to each train vehicle. Only dynamic braking energy is in a
recoverable form. As diesel traction does not require an overhead
electrical supply , it offers low infrastructure costs compared with
standard electric traction. The energy consumption of a diesel-electric train
can be decreased by designing on-board energy storage and control
devices. With diesel-hydraulic traction, the power from a diesel engine is
transmitted to the wheels by a hydraulic torque converter . A torque
converter behaves like a gearbox with infinite gear ratios. It consists of three
main parts. The first inner rotating part of a torque converter is called an
impeller. It is connected directly to the diesel engine. The second outer part is
called a driven wheel, which is directly coupled with an axle. The third fixed
guide wheel lies between the impeller and driven wheel. As the engine rotates
the impeller, oil is forced outwards at high pressure. The highly pressurised oil
passes through the blades of the driven wheel, which causes the axles to
rotate. The weight of a diesel-hydraulic locomotive is less than that of a diesel-
electric locomotive having the same power output. The application of group
(cardan or gear) drive of the diesel-hydraulic locomotives axles makes it
possible to obtain a high adhesion coefficient between wheels and rails .
 Figure 1: electric locomotive parameters

Asynchronous Motor:

Modern traction motor type using three phase AC electrical supply and now the favoured
design for contemporary train traction systems. It’s used on DC and AC electrified railways
with suitable control electronics and on diesel-electric locomotives.
Axle Brush:
The pliability supply circuit is completed with the substation once power has been drawn on
the locomotive. Current collected from the overhead line or rail is returned via the axle brush
and one altogether the running rails.
Balancing Speed:
The economical service speed at which the tractive effort of the train equals the train
resistance and no further acceleration takes place.

Battery:

In direct current, the battery is usually connected via the control supply circuit. In all trains a battery
is provided to provide the starting current and to supply the main circuits, for example emergency
lighting, and therefore when the line supply fails.

Bucholz Relay:

A device inserted in the oil cooling circuits of electric locomotive transformers to detect low oil
pressure. If low oil pressure is detected, the relay trips out the power system. Often a source of
spurious circuit breaker trips if not carefully calibrated.

Camshaft:

In most DC traction power circuits, a camshaft opens or closes the conductors that control the
traction drive power circuit contrast. The camshaft is driven by an electric motor or pneumatic
cylinder. To ensure that the conductors open and close in the correct sequence, cams are arranged
on the shaft.
Cannon Box:

In electric power vehicles, a bushing is used to attach a traction motor to an axle and sometimes
includes a hub brush.

Chopper Control:

An improvement in electrical traction control that eliminates the need for power resistors is
achieved by causing the traction motors to turn on and off very quickly during acceleration, and this
occurs by using a thyristor and will give a 20% improvement in efficiency compared to conventional
resistance control.

Circuit Breaker:

In an electric train it is always provided with some kind of circuit breaker to isolate the power source
when it breaks down or for maintenance. And that is in the air conditioning systems that are on the
roof near the monocle. There are two types - air blast circuit breaker and blank circuit breaker.

Contactor

Similar to a relay in that it is a remotely operated switch used to control a higher power local circuit.
The difference is that contactors normally latch or lock closed and have to be opened by a separate
action.

Convener:

The term applies to any solid state electronic system for converting alternating current into direct
current or vice versa. It is called rectifier when the AC source has to be converted into DC current,
and when the DC current is converted into AC current it is called inverter.

Cooling Fans:

To keep the electronic power systems and the thyristor cool, an air management system is equipped
for the inner part of the locomotive, through which an electronically controlled process is carried out
to keep all devices and systems operating at the required temperature.

Creep Control:

It is considered a form of acceleration control through which it is monitored electronically and is

DC link:

The link is used in modern electronic power systems between the single-phase rectifier and the
three-phase inverter. It is easiest to convert single phase alternating current from overhead line to
required three phase for motors by rectifying it to DC and then inverting alternating current into
three phase alternating current.

Dynamic braking:

A train brake system uses a vehicle's traction motors with power to act as generators that provide
braking effort. The dissipation of energy generated during braking occurs either in the form of heat
through the resistors on the plane (variable braking) or by returning to the traction supply line
(regenerative braking).
Greed:

It is an extended steel resistor installed on a locomotive or train that is used to absorb the excess
electrical energy through controlling the engine power or braking. Ground Relay:

It is an electrical relay that is provided in diesel and electric traction systems to protect equipment
from dirt damage and is called "foundations".

GTO thyristor:

Gate turn off the thyristor, which is the thyristor that does not require a switch (reverse flow circuit)
to turn it off.

IGBT:

Most recent power electronics development. It is replacing the GTO thyristor as it is smaller and
requires less current to operate the switching sequences.

Inventor:

It is an electronic power device found in trains to provide alternating current from direct current.

Jerk Limit:

A method by which to facilitate launch by adjusting the rate of acceleration of the train by limiting
the rate of initial acceleration upon departure.

Line Breaker:

It is a mechanical electrical switch in the traction drive power circuit that activates or deactivates the
circuit. It usually remains off for the required length of time. It opens by command of the drive
control unit, no volt detection, overload detection and (required) wheel spin or slip detected. It is
connected to the overload and non-voltage control circuits so that it actually acts as a protection
circuit breaker.

Master Controller:

The driver moves the handle of the master controller to apply or reduce power to the locomotive or
train.

Motor Blower:

Traction motors on electric locomotives get very hot and, to keep their temperature at a
reasonable level for long periods of hard work, they are usually fitted with electric fans called
motor blowers.

Notching Relay:

A DC motor power circuit relay which detects the rise and fall of current in the circuit and inhibits
the operation of the resistance contactors during the acceleration sequence of automatically
controlled motors.

No-Volt Relay:
A power circuit relay which detected if power was lost for any reason and made sure that the control
sequence was returned to the starting point before power could be re-applied.

Overload Relay:
A power circuit relay which detected excessive current in the circuit and switched off the power to
avoid damage to the motors.

Pantograph:

The current collection system used by locomotives and trains on routes electrified with overhead
lines. The pantograph (often shortened to "pan") is held up by compressed air pressure.

Rectifier:

A modern locomotive will usually have at least two, a "Main Rectifier" for the power circuits and
one or more for the auxiliary circuits.

Relay:

A remotely controlled switch which uses a low voltage control circuit. It will close (or open) a
switch in a local circuit, usually of higher power.

Resistance Control:

Method of traction motor control formerly almost universal on DC electric railways whereby the
power to the motors was gradually increased from start up by removing resistances from the
power circuit in steps.

SEPEX:

Short form of SEParate Excitement of traction motors where the armature and field coils of an
electric motor are fed with independently controlled current.

Shoegear:

Equipment carried by a train and used for current collection on track mounted (third rail) power
supply systems.

Synchronous Motor:

Traction motor where the field coils are mounted on the drive shaft and the armature coils in the
housing, the inverse of normal practice.

Tap Changer:

Camshaft operated set of switches used on AC electric locomotives to control the voltage taken
off the main transformer for traction motor power.

Thyristor:
Thyristors are used for traction power control in place of resistance control systems. The gate is
closed by the current being applied to the thyristor in the reverse direction. 

Transformer:

The voltage differences are determined by the proportion of windings on the input side compared
with the proportion on the output side.An essential requirement for locomotives and trains using
AC power, where the line voltage has to be stepped down before use on the train.

Transistor:

Original electronic solid state device capable of controlling the quantity of current flowing
moreover as switching it on and off. Within the previous few years, a strong version has
been applied to railway traction within the type of the Insulated Gate Bipolar Transistor.

Wheel Spin:

On a engine, the driving force must reduce the steam admission to the cylinders by easing
closed (or partially closed) the throttle/regulator when he hears the wheels start to spin. On
diesel or electric locomotives, the present drawn by individual or groups of traction motors are
compared - the motor which attracts proportionally less amps than the others is deemed to be in
a very state of slip - and therefore the power is reduced.

Wheel Spin Relay (WSR):

A relay in older traction motor control circuits used to detect wheel spin or slide by measuring the
current levels in a pair of motors on a bogie and comparing them. The idea is to prevent motor
damage by preventing an overspreading motor causing an unacceptable rise in current in the
other motor of the pair.

3. Speed:

These trains have a single locomotive or a group of electric locomotives that pull a group of
wagons or cargo trucks. Most electric locomotives weigh between 90 and 180 metric tons. Its
power ranges between about 4,000 and 5,000 kilowatts. Its speed is over 240 km / h. A third rod
provides most of the electric trains that travel through different cities with the electricity they
need. Some wagons that cross cities have their own traction motors that range from 89 to 210
kW. Others are driven by locomotives, or linked to railroad cars with propulsion engines. Urban
rail cars have a maximum speed of 80-120 km / h.

4. Control strategies:

The drives must be able to perform properly from zero to relatively high rotational frequencies. On
the other hand, the switching frequencies are often limited to several hundred Hz due to the
switching losses of high- power semiconductor devices. At low rotational frequencies, the switching
to fundamental frequency ratio is still relatively large and the inverter will operate far from its
voltage limit. On the contrary, operation at high speeds is characterized by a reduced switching to
fundamental frequency ratio and a reduced voltage margin in the inverter. Due to this, both control
and modulation strategies are often dynamically modified, depending on the IM speed. The
following discussion will primarily focus on the most challenging high-speed case. Control methods
for IMs can be classified into scalar and vector types, as shown in Figure 2. Scalar methods are
derived from the machine equivalent circuit in a steady-state. On the contrary, vector control
methods are based on the dynamic equations of the machine, which, combined with proper control
loops, allow the machine's torque capabilities to be fully exploited, without surpassing machine or
power converter limits. Both types of methods are briefly discussed in the following. It must be
noted, however, that the borderline between scalar- and vector-based methods is sometimes
blurred, as there have been several proposals to enhance the dynamic response of scalar methods
by adding control loops based on dynamic models.

Figure 2. Control methods for IMs.

5. Costs Analysis:

The main costs of electrification are in the construction and maintenance of infrastructure; as well as
the need to purchase different rolling stock. An electric locomotive could cost more than $6 million.
Price depends on whether it is powered by AC or DC traction, how much horsepower it has, or what
electronics it is equipped with.