BRAHMDEVDADA MANE INSTITUTE OF TECHNOLOGY, SOLAPUR

B.Tech SECOND YEAR

ELECTRICAL VEHICLE MOTOR

UNIT – 02
Control of Traction Motor and Train Lighting
Desirable Characteristics of Traction Motors
 High Starting Torque - motors must develop a very high torque at low speeds
to accelerate the train quickly. Torque is required to overcome inertia, rolling
resistance, and gradient resistance at startup.
 Capability for Speed Control - Traction motors must have a wide range of
speed control to handle varying track conditions such as inclines, declines,
and curves. Speed control is needed for: Acceleration at low speeds, Cruising
at moderate speeds, Regenerative braking during deceleration
 Smooth Acceleration and Braking - Motors should provide gradual and
smooth acceleration without causing jerks to passengers.
 High Overload Capacity - Traction motors should withstand temporary
overloads (such as sudden acceleration or climbing steep gradients) without
overheating.
 Good Commutation (for DC Motors) - In DC motors, sparking and arcing at
the commutator should be minimized to ensure long motor life. This requires
good brush design and commutation techniques.
 High Power Factor (for AC Motors) - In AC traction, motors should operate at
a high power factor to reduce reactive power losses.
 High Efficiency and Low Losses - High efficiency ensures minimal energy
consumption, reducing operational costs. The motor should have low copper
losses, iron losses, and friction losses.
 Regenerative Braking Capability - The ability to feed braking energy back
into the power supply improves efficiency.
 Compatibility with Modern Power Electronics - Modern traction motors must
be compatible with VFDs (Variable Frequency Drives), thyristor-based
controllers, and IGBT inverters for efficient speed and torque control.
 Simple and Reliable Maintenance - The motor design should be simple, easy
to maintain, and have fewer mechanical wear components. Brushless motors

By – Prof. A. D. Shahane
 BRAHMDEVDADA MANE INSTITUTE OF TECHNOLOGY, SOLAPUR
B.Tech SECOND YEAR
ELECTRICAL VEHICLE MOTOR

(BLDC, PMSM, and induction motors) are preferred due to low maintenance
requirements compared to DC series motors.

Suitability of DC Series Motor in Traction

A DC series motor is widely used in electric traction applications due to its
excellent characteristics, such as high starting torque, simple speed control, and
inherent overload capacity. Although modern traction systems are transitioning to
AC motors, DC series motors have been historically dominant in railway,
tramway, trolleybus, and metro applications.

Characteristics of DC Series Motor that Make It Suitable for Traction

1. High Starting Torque

The torque produced in a DC series motor is proportional to the square of the
armature current (T ∝ I²). This results in a very high torque at startup, which is
essential for moving heavy loads like trains, metros, and trolleybuses. It helps
overcome inertia, rolling resistance, and gradient resistance during acceleration.
2. Variable Speed Characteristic
DC series motors have a such speed-torque characteristic that speed decreases
with increasing load. At high torque (during startup), the speed is low. As the
train gains speed, the back EMF increases, reducing the armature current and
automatically decreasing the torque. This self-regulating nature makes it ideal
for traction.
3. Simple Speed Control
Speed control in DC series motors is easier and more economical compared to
AC motors. Various methods used for speed control in DC traction are
Rheostatic Control, Series-Parallel Control and Voltage Control.
4. High Overload Capacity
DC series motors can operate under overload conditions without immediate
overheating. This is particularly useful in traction applications where the load
fluctuates due to passenger count, gradient changes, and track resistance.
5. Regenerative Braking Capability
DC series motors can be modified to work as generators during braking,
allowing the kinetic energy of the train to be converted back into electrical

By – Prof. A. D. Shahane
 BRAHMDEVDADA MANE INSTITUTE OF TECHNOLOGY, SOLAPUR
B.Tech SECOND YEAR
ELECTRICAL VEHICLE MOTOR

energy. This reduces energy consumption and improves overall system

efficiency.
6. Compact and Rugged Construction
DC series motors are designed to be compact, robust, and mechanically strong,
making them suitable for railway environments. Their high power-to-weight
ratio allows for installation in limited spaces such as bogies or axles.
7. Automatic Adjustment to Load Changes
Since the speed of a DC series motor automatically reduces with increased load,
it provides a natural response to varying train conditions. This ensures smooth
operation and acceleration under different load conditions.
8. Parallel Operation of Multiple Motors
In electric traction, multiple DC series motors can be used together in series-
parallel control to improve efficiency and performance. Initially, motors are
connected in series for high torque at low speeds, and as the train accelerates,
they are switched to a parallel configuration for higher speed operation.

Three-Phase Induction Motor for Traction

Three-phase induction motors have largely replaced DC series motors for modern
traction systems due to their higher efficiency, lower maintenance, and better
regenerative braking capability. They are widely used in electric trains, metro rail,
bullet trains, trolleybuses, and electric locomotives. With the integration of power
electronics, induction motors offer precise speed control, better energy savings,
and improved operational reliability. Their ruggedness, reliability, and smooth
acceleration make them the preferred choice for modern electric traction systems.

Types of Three-Phase Induction Motors Used in Traction:

1. Squirrel Cage Induction Motor (SCIM) – Most commonly used due to its
simple design, ruggedness, and high efficiency.

By – Prof. A. D. Shahane
 BRAHMDEVDADA MANE INSTITUTE OF TECHNOLOGY, SOLAPUR
B.Tech SECOND YEAR
ELECTRICAL VEHICLE MOTOR

2. Wound Rotor Induction Motor (WRIM) – Used in some applications where

external resistance control is needed, but it has become less common due to
higher maintenance needs.

Why Three-Phase Induction Motors are Used in Traction?

1. High Efficiency and Reliability - Induction motors have higher efficiency (85-
95%) than DC motors. No brushes or commutators, reducing maintenance and
increasing lifespan.
2. High Starting Torque and Smooth Acceleration - Induction motors provide high
starting torque, required for moving heavy loads. With Variable Frequency

By – Prof. A. D. Shahane
 BRAHMDEVDADA MANE INSTITUTE OF TECHNOLOGY, SOLAPUR
B.Tech SECOND YEAR
ELECTRICAL VEHICLE MOTOR

Drive (VFD) control, torque can be adjusted smoothly, allowing jerk-free

acceleration.
3. Speed Control Using Power Electronics - Speed is controlled by adjusting
supply frequency using inverters (VFDs).
4. Regenerative Braking Capability - When braking, the motor acts as a generator,
converting kinetic energy back into electrical energy. This energy can be fed
back into the grid or used for auxiliary power, improving efficiency.
5. Low Maintenance and Robustness - No mechanical commutator or brushes,
unlike DC motors, reducing maintenance. Can withstand harsh environmental
conditions, such as dust, heat, and vibration.
6. Compact and Lightweight Design - Suitable for modern high-speed rail and
metro applications where compact size and weight reduction is crucial.

Working Principle of Three-Phase Induction Motor in Traction

1. Power Supply - Three-phase AC power is supplied to the stator windings,

creating a rotating magnetic field (RMF).
2. Rotor Induction - The RMF induces a current in the rotor due to Faraday’s Law
of Electromagnetic Induction.
3. Torque Production - The induced rotor current interacts with the magnetic field,
producing torque according to Lenz’s Law.
4. Speed Control - The speed of the motor is controlled by varying the supply
frequency using inverters (VFDs).
5. Regenerative Braking - During braking, the motor acts as a generator,
converting kinetic energy into electrical energy.

Advantages of Three-Phase Induction Motors for Traction

High efficiency, low maintenance, regerative braking, compact and lightweight,

smooth speed control, rugged construction, Better overload capacity.

Control of Traction Motors –

1. The control of traction motors is essential to ensure speed regulation, torque
control, smooth acceleration and deceleration, smooth braking, overall
performance optimization and efficient power utilization

By – Prof. A. D. Shahane
 BRAHMDEVDADA MANE INSTITUTE OF TECHNOLOGY, SOLAPUR
B.Tech SECOND YEAR
ELECTRICAL VEHICLE MOTOR

2. One of the primary reasons for controlling traction motors is the requirement to
regulate speed under varying load conditions.
3. Traction motors must be capable of operating at different speeds depending on
whether the vehicle is accelerating, cruising, or decelerating. Excessive speed
variation will be inappropriate for passenger comfort and energy efficiency, as
sudden variations could lead to inefficient power consumption and mechanical
wear.
4. In traction applications, the ability to generate high torque at low speeds is
crucial, particularly during startup. Electric trains and other traction systems
carry heavy loads, often requiring significant torque to initiate motion. Without
proper control, the motor may draw excessive current, leading to voltage drops
in the supply system and possible damage to electrical components.
5. Another critical aspect of traction motor control is ensuring smooth acceleration
and deceleration. Rapid acceleration can cause wheel slippage and improper
deceleration can result in excessive stress on mechanical braking components
so, Controlled braking mechanisms such as regenerative and dynamic braking,
are essential for maintaining vehicle stability and improving passenger safety
6. Sudden high currents during motor startup or load changes can cause voltage
fluctuations in the power supply system. Controlled starting and operation
prevent issues such as voltage sags, overheating, and power system instability.
7. The control techniques for traction motors depend on the type of motor used,
such as:
 DC traction Motors (Series, Shunt, and Compound) - Rheostatic Control,
Series-Parallel Control, Voltage Control, Chopper Control (Modern Control
system)
 AC Traction Motor (Induction and Synchronous) - Stator Voltage Control,
Frequency Control (Variable Frequency Drives - VFDs), Vector Control
(Field-Oriented Control)
 The motors used for Modern high speed electric vehicles and railways are
Brushless DC Motors (BLDC) and Permanent Magnet Synchronous Motors
(PMSM) for which Vector Control (Field-Oriented Control) method is highly
used.

By – Prof. A. D. Shahane
 BRAHMDEVDADA MANE INSTITUTE OF TECHNOLOGY, SOLAPUR
B.Tech SECOND YEAR
ELECTRICAL VEHICLE MOTOR

Series- Parallel Control of Traction Motors –

 Series-parallel control is one of the most efficient and widely used methods for
controlling the speed and power distribution of DC series motors in traction
applications like electric locomotives, metro trains and trolleybuses.
 It helps in controlling the power supplied to the motors, reducing energy
wastage.

By – Prof. A. D. Shahane
 BRAHMDEVDADA MANE INSTITUTE OF TECHNOLOGY, SOLAPUR
B.Tech SECOND YEAR
ELECTRICAL VEHICLE MOTOR

 At the time of starting, all the traction motors are connected in series with each
other. Since the motors share the total voltage, each motor gets only a fraction
of the supply voltage, limiting the inrush current.
For series - 𝐕𝐭𝐨𝐭𝐚𝐥 = 𝐕𝟏 + 𝐕𝟐 + 𝐕𝟑 + 𝐕𝟒
 This ensures a gradual start with high torque at lower starting speed, which is
essential for moving heavy railway loads.
 As the train accelerates, the motors are progressively switched from series to
parallel configuration using contactors or switching relays.
 In the parallel mode, each motor receives the full supply voltage, allowing it to
operate at a higher speed with reduced current flow.
For Parallel - 𝐕𝐭𝐨𝐭𝐚𝐥 = 𝐕𝟏 = 𝐕𝟐 = 𝐕𝟑 = 𝐕𝟒
 This shift is controlled in multiple stages to ensure a smooth transition and
avoid sudden current spikes.
 In this way, multiple traction motors are initially connected in series during
startup to limit current and provide high torque. As speed increases, the motors
are progressively switched to a parallel configuration to reduce resistance losses
and increase efficiency.

By – Prof. A. D. Shahane
 BRAHMDEVDADA MANE INSTITUTE OF TECHNOLOGY, SOLAPUR
B.Tech SECOND YEAR
ELECTRICAL VEHICLE MOTOR

Transition Methods –
Transition is the method of changing from one operating condition to another to
optimize speed, torque, and efficiency and this method is widely used in DC series
motor.

Two important transition methods used in multi-motor traction systems are Full
Series Transition and Half Parallel Transition. These transitions help achieve a
balance between torque and speed as the vehicle accelerates.

In the full series configuration, all the traction motors in a system are connected in
series, meaning the same current flows through each motor.

In the half parallel configuration, half of the traction motors remain in series,
while the other half transitions to parallel. This is an intermediate step between
full series and full parallel transition, helping to smooth out the speed change and
avoid sudden current surges.

There are following three Transition Methods –

1. Open Circuit Transition

2. Shunt Transition
3. Bridge Transition

Shunt Transition Method –

By – Prof. A. D. Shahane
 BRAHMDEVDADA MANE INSTITUTE OF TECHNOLOGY, SOLAPUR
B.Tech SECOND YEAR
ELECTRICAL VEHICLE MOTOR

 Shunt transition is a method used to change the connection of traction motors

from series to parallel using a resistive shunt circuit.
 Initially, the traction motors are connected in series by cutting out the external
resistance gradually to provide high starting torque at low speed.
 As the train accelerates, the demand for speed increases, requiring a shift to
parallel connection to distribute voltage more evenly across the motors.
 Before the direct transition to parallel operation, a shunt resistance is introduced
across the series-connected motors.
 This shunt resistance gradually reduces the current flowing through each motor,
ensuring that when the motors are finally switched to parallel mode, the current
distribution is balanced.
 Once the current stabilizes, the series connection is opened, and the motors are
connected in parallel. Hence, Shunt transition provides a smoother transition
between series and parallel operation.
 But, it has following disadvantages like Energy loss occurs due to resistive
shunting and the transition process is slightly slower compared to bridge
transition.
 This method is employed in tramways, industrial locomotives and main line
locomotives. It is preferred for voltages above 600 volts.

Bridge Transition Method –

By – Prof. A. D. Shahane
 BRAHMDEVDADA MANE INSTITUTE OF TECHNOLOGY, SOLAPUR
B.Tech SECOND YEAR
ELECTRICAL VEHICLE MOTOR

 Bridge transition is an alternative method where a temporary bridge circuit is

used to manage the shift from series to parallel connection, avoiding the need
for additional resistive elements.
 In this method, the starting resistance is split into two equal parts.
 The motors and the starting resistances are connected in series. Then, the
starting resistances are gradually cut out and the motors come in full series.
 Now, in the transition step, each motor has a part of the starting resistance in
parallel with it and two combinations of this kind are connected in series, then
the bridge link is removed from the circuit and finally the motors are placed in
first parallel.
 Now, the external resistance is gradually decreased to zero and therefore, the
traction motors come in full parallel.
 The main advantages of the bridge transition are that the traction motors always
remain connected to the supply line during the transition and as the external
resistances are so adjusted that the value of current remains the same, therefore,
the torque remains constant.
 Consequently, it helps to avoid sudden surges in current or voltage, which
could damage the traction motors and uniform acceleration is obtained without
causing inconvenience to the passengers.

Electrical Braking in Traction –

 Electrical braking is a technique used in traction systems to slow down or stop a
train or electric vehicle by converting kinetic energy into electrical energy.
 Unlike mechanical braking, which relies on friction and leads to wear and tear,
electrical braking improves efficiency, reduces maintenance costs, energy
conservation, better speed control, reduced heat generation and enhances safety.
 Regenerative braking is the most preferred method due to its energy-saving
capability, while rheostatic braking and plugging are used when regeneration is
not possible. The choice of braking system depends on the type of traction
system, operating conditions, and energy management strategy.

Types of Electrical Braking in Traction

1. Regenerative Braking
2. Rheostatic Braking
3. Plugging (Reverse Current Braking)

By – Prof. A. D. Shahane
 BRAHMDEVDADA MANE INSTITUTE OF TECHNOLOGY, SOLAPUR
B.Tech SECOND YEAR
ELECTRICAL VEHICLE MOTOR

1. Regenerative Braking

Principle:

 In regenerative braking, the traction motor operates as a generator during

braking.
 The kinetic energy of the train is converted into electrical energy, which is
then fed back into the supply system or stored in onboard energy storage
systems.

Working:

1. When braking is applied, the power supply to the motor is reduced, and the
motor begins to act as a generator.
2. The kinetic energy of the moving train is converted into electrical energy.
3. This energy is either returned to the overhead lines (in AC systems) or to the
third rail (in DC systems).
4. If the power system cannot absorb the energy, it is stored in batteries or ultra
capacitors in modern traction systems.

By – Prof. A. D. Shahane
 BRAHMDEVDADA MANE INSTITUTE OF TECHNOLOGY, SOLAPUR
B.Tech SECOND YEAR
ELECTRICAL VEHICLE MOTOR

Advantages:

 Increases energy efficiency by utilizing braking energy.

 Reduces the need for frictional brakes, lowering maintenance costs.
 Used in metro trains, high-speed railways, and electric vehicles.

Limitations:

 Requires a power supply system capable of absorbing and reusing the

regenerated energy.
 Ineffective at very low speeds, requiring a mechanical braking system as a
backup.

2. Rheostatic Braking (Dynamic Braking)

By – Prof. A. D. Shahane
 BRAHMDEVDADA MANE INSTITUTE OF TECHNOLOGY, SOLAPUR
B.Tech SECOND YEAR
ELECTRICAL VEHICLE MOTOR

Principle:
 In rheostatic braking, also called as dynamic braking, the kinetic energy of
the train is converted into electrical energy, which is then dissipated as heat
through external resistors.
Working:
1. When braking is applied, the motor is disconnected from the power supply
and switched to generator mode.
2. The generated electrical energy is sent to resistors (rheostats), where it is
dissipated as heat.
3. Fans or cooling systems are used to prevent overheating of the resistors.
Advantages:
 Can be used even when regenerative braking is not feasible.
 Provides effective braking even at lower speeds.
Limitations:
 Wastes energy as heat instead of reusing it.
 Requires space for resistors and cooling mechanisms.
Applications:
 Used in diesel-electric locomotives, electric trains, and metro systems.

3. Plugging (Reverse Current Braking)

By – Prof. A. D. Shahane
 BRAHMDEVDADA MANE INSTITUTE OF TECHNOLOGY, SOLAPUR
B.Tech SECOND YEAR
ELECTRICAL VEHICLE MOTOR

Principle:

Plugging, also known as reverse current braking, is a form of electrical braking

used in traction systems where the direction of the motor’s current is reversed to
create a counteracting torque. This counter-torque opposes the motion of the
vehicle, effectively slowing it down.

Unlike regenerative or rheostatic braking, plugging is not energy-efficient, as most

of the electrical energy is dissipated as heat in the resistors. However, it is highly
effective for emergency stopping due to its rapid braking action.

Working:

1. The motor terminals are reversed while the train is still moving.
2. This reversal creates a braking force that opposes the motion.
3. A resistor is connected in series to limit the high current that flows due to
reversing the supply.
4. In DC series motors, plugging is achieved by reversing the field or armature
winding connections. While in DC shunt motors, only the armature winding
is reversed, while the field winding remains unchanged.
5. In three-phase induction motors, plugging is done by interchanging any two
phases of the stator winding. Plugging is not commonly used in synchronous
motors since they require external means to maintain synchronism during
reversal.

Advantages:

 Provides quick braking, making it suitable for emergency stopping.

By – Prof. A. D. Shahane
 BRAHMDEVDADA MANE INSTITUTE OF TECHNOLOGY, SOLAPUR
B.Tech SECOND YEAR
ELECTRICAL VEHICLE MOTOR

 Can be used at low speeds.

Limitations:

 High energy wastage in the form of heat.

 Causes high mechanical and electrical stress on the motor components.
 Not suitable for continuous braking.

Applications:

 Used in trams, metro trains, and industrial electric vehicles.

Control Equipment and Auxiliary Equipment Used in

Traction –
Control Equipment in Traction

1. Traction Motor Controllers

These regulate the power supplied to traction motors based on the required speed
and torque. Types include:

 Resistor Controllers – Used in older traction systems to control voltage and

current by inserting resistors in the circuit.
 Tap Changer Controllers – Used in AC locomotives to control transformer
output by changing taps in the winding.
 Thyristor Control (Chopper Control) – Used in modern DC traction
systems for efficient voltage regulation.
 PWM Inverter Controllers – Used in AC traction to control induction
motors by varying the frequency and voltage.

2. Contactors and Relays

 Electromagnetic Contactors – Used for switching high-power circuits.

 Auxiliary Relays – Control auxiliary circuits such as lighting and braking
systems.
 Protective Relays – Protect traction motors from overcurrent, overvoltage,
and faults.

By – Prof. A. D. Shahane
 BRAHMDEVDADA MANE INSTITUTE OF TECHNOLOGY, SOLAPUR
B.Tech SECOND YEAR
ELECTRICAL VEHICLE MOTOR

3. Circuit Breakers

 Air Circuit Breakers (ACB) – Used for high-voltage traction circuits.

 Vacuum Circuit Breakers (VCB) – Used in modern electric locomotives
for reliable arc extinction.
 Oil Circuit Breakers (OCB) – Used in some railway substations for
traction supply.

4. Notching System

Notching is the method used in DC traction to regulate motor voltage in steps. It

includes:

 Series Notching – Motors are connected in series to reduce starting current.

 Parallel Notching – Motors are switched to a parallel connection at higher
speeds.

5. Regenerative and Rheostatic Braking Controllers

These control how energy is dissipated or returned to the power supply during
braking.

6. Reversers

Reversers change the direction of the motor's rotation by altering the polarity of the
supply or phase sequence.

Auxiliary Equipment in Traction

1. Pantograph and Current Collection Systems

 Pantographs – Mounted on electric locomotives to collect current from

overhead lines.
 Third Rail Shoe Gear – Used in metro rail and underground traction systems.

2. Compressors and Pneumatic Systems

 Air Compressors – Supply compressed air for braking systems, pantograph

operation, and door mechanisms.

By – Prof. A. D. Shahane
 BRAHMDEVDADA MANE INSTITUTE OF TECHNOLOGY, SOLAPUR
B.Tech SECOND YEAR
ELECTRICAL VEHICLE MOTOR

 Pneumatic Control Valves – Regulate airflow in braking and auxiliary

systems.

3. Auxiliary Motors and Blowers

 Cooling Fans & Blowers – Maintain the temperature of traction motors and
transformers.
 Auxiliary Motors – Drive cooling pumps, ventilation systems, and lighting
generators.

4. Battery Systems

 Lead-Acid or Li-ion Batteries – Provide backup power for control circuits,

emergency lighting, and communication systems.

5. Lighting and HVAC Systems

 Fluorescent & LED Lighting – Used for passenger cabins, driver cabins,
and station illumination.
 Heating, Ventilation, and Air Conditioning (HVAC) – Ensures passenger
comfort in metro and railway systems.

6. Safety and Signaling Equipment

 Automatic Train Control (ATC) – Prevents collisions by maintaining safe

distances between trains.
 Dead-Man’s Switch – Ensures the driver is alert; stops the train if inactive.
 Emergency Braking Systems – Provides immediate braking in case of
failures.

7. Speedometers and Event Recorders

 Speedometers – Display the locomotive’s current speed.

 Black Box Event Recorders – Log data about speed, acceleration, braking,
and control inputs for safety analysis.

Drum Controller Used in Traction

 A drum controller is a type of manually operated switchgear used in electric
traction systems, especially in older electric locomotives and trams, to control
the speed and direction of DC series motors.

By – Prof. A. D. Shahane
 BRAHMDEVDADA MANE INSTITUTE OF TECHNOLOGY, SOLAPUR
B.Tech SECOND YEAR
ELECTRICAL VEHICLE MOTOR

 It provides stepwise control of voltage and current applied to the traction

motors.
 A drum controller consists of: Cylindrical Drum – Rotates to engage different
electrical contacts. Contact Segments – Fixed contacts arranged around the
drum. Resistances – External resistors connected in series for current control.
Operating Handle – Used by the driver to rotate the drum and change speed
settings.
 The drum controller works by changing the connections of resistors and motor
windings through a sequence of contact positions.
 When the controller is in the OFF position, the circuit is open, and no current
flows to the motor.
 As the handle is rotated, the drum progressively connects different resistance
segments in series with the motor to limit the starting current.
 At the final position, all resistances are bypassed, allowing full voltage to be
applied to the motor for maximum speed.
 To change the direction of motor rotation, the drum switches the polarity of the
armature or field winding connections.
 For DC motors, drum controllers are used to switch between series and parallel
connections to achieve different speed levels.
 Advantages of Drum Controllers - Simple and Reliable, Gradual Speed Control,
Cost-Effective, Rugged and Durable.
 Disadvantages of Drum Controllers - Manual Operation, Limited Precision,
Wear and Tear, Arcing Issues.

Master Controller Used in Traction

 A Master Controller is a advance speed and direction control device used in
electric traction systems to regulate the operation of traction motors in
locomotives, trams, and electric vehicles.
 It serves as the primary interface for the driver to control the speed, direction,
and braking of the vehicle.
 A typical master controller consists of the following key components like
handle, contactors and switches, notches, Emergency Cut-off Switch, Reversing
Switch and Microprocessor-based Control Unit.

By – Prof. A. D. Shahane
 BRAHMDEVDADA MANE INSTITUTE OF TECHNOLOGY, SOLAPUR
B.Tech SECOND YEAR
ELECTRICAL VEHICLE MOTOR

 The master controller operates by controlling the power supplied to the traction
motors through a series of electrical and mechanical linkages.
 In the OFF position, no power is supplied to the motor. As the handle moves
forward, it progressively closes contacts, reducing resistance and allowing more
power to reach the motor, thereby increasing speed.
 At the final notch, the full voltage is applied to the motor for maximum speed
operation.
 Moving the handle to the braking position activates the dynamic or regenerative
braking circuits.
 Reversing Operation is done by reversing switch, the direction of current in the
motor changes, allowing the vehicle to move in the opposite direction.
 Role of Master Controller in Traction Control - Smooth Speed Regulation,
Efficient Power Utilization, Safety and Reliability, Direction Control, Braking
Management.
 Advantages of Master Controller - Precise Control, Integrated Safety Features,
Reliable and Durable, Efficient Power Management.
 Disadvantages of Master Controller - Complex Design, Manual Operation,
Mechanical Wear and Tear.

By – Prof. A. D. Shahane
BRAHMDEVDADA MANE INSTITUTE OF TECHNOLOGY, SOLAPUR
B.Tech SECOND YEAR
ELECTRICAL VEHICLE MOTOR

By – Prof. A. D. Shahane
 BRAHMDEVDADA MANE INSTITUTE OF TECHNOLOGY, SOLAPUR
B.Tech SECOND YEAR
ELECTRICAL VEHICLE MOTOR

UNIT – 02
Control of Traction Motor and Train Lighting
Train Lighting System –
The lighting system provides illumination inside the coaches, enhances safety, and
ensures a safe travel experience, especially during night journeys.

Requirements of Train Lighting System

• Continuous illumination throughout the journey.

• Adequate brightness for passenger comfort.
• Reliable power supply under varying operational conditions.
• Energy efficiency to minimize power consumption.
• Proper maintenance and fault detection mechanisms.

Sources of Power for Train Lighting

1. Axle-Driven Generator System

o A generator is mechanically coupled to the axle of the train.
o Produces electricity when the train moves.
o Output is regulated and stored in batteries for lighting purposes.
o Used in older and conventional rail systems.
2. Battery-Based Train Lighting System
o Batteries supply power to the lighting system.
o Charged by an axle-driven generator or external power source.
o Ensures continuous illumination even during stoppages.
3. End-On-Generation (EOG) System
o Power is generated from a diesel engine-driven alternator in one of the
coaches.
o Alternating current (AC) is distributed throughout the train.
o Suitable for long-distance trains with air-conditioned coaches.
4. Head-On-Generation (HOG) System
o Power is supplied from the locomotive’s alternator.
o Eliminates the need for separate generator coaches.
o Reduces fuel consumption and operational costs.
5. Solar-Powered Train Lighting
o Solar panels installed on train rooftops generate electricity.

By – Prof. A. D. Shahane
 BRAHMDEVDADA MANE INSTITUTE OF TECHNOLOGY, SOLAPUR
B.Tech SECOND YEAR
ELECTRICAL VEHICLE MOTOR

o Used to charge batteries and provide supplementary power.

o Sustainable and eco-friendly approach for modern rail systems.

Types of Train Lighting Systems

1. Conventional Incandescent Lighting

o Older system using filament-based bulbs.
o High power consumption and lower efficiency.
2. Fluorescent Lighting
o More efficient than incandescent bulbs.
o Requires a ballast for operation.
3. LED (Light Emitting Diode) Lighting
o Highly energy-efficient with longer lifespan.
o Provides better illumination and lower maintenance costs.
o Used in modern train systems.

Working Principle

The train lighting system typically consists of the following components:

• Generator or Power Source: Converts mechanical energy into electrical

energy.
• Battery System: Stores energy for use during stoppages.
• Regulator and Control Circuit: Maintains voltage levels within safe limits.
• Lighting Fixtures: LED or fluorescent lamps installed inside the coaches.
• Wiring and Distribution System: Ensures proper electrical connectivity
across coaches.

During operation, the generator supplies power to the lighting system and charges
the battery. The regulator ensures a steady voltage supply. When the train stops or
moves at a low speed, the battery provides power to keep the lighting operational.

Challenges in Train Lighting System

• Power Fluctuations: Variations in train speed affect generator output.

• Battery Maintenance: Periodic inspection and replacement needed.
• Energy Efficiency: High consumption can lead to increased operational
costs.
• Safety Concerns: Short circuits and electrical failures may lead to hazards.

By – Prof. A. D. Shahane
 BRAHMDEVDADA MANE INSTITUTE OF TECHNOLOGY, SOLAPUR
B.Tech SECOND YEAR
ELECTRICAL VEHICLE MOTOR

Modern Innovations in Train Lighting

• Smart Lighting Systems: Automated control based on occupancy sensors.

• Energy Harvesting Technologies: Utilizing regenerative braking for power
generation.
• Integration with Train Control Systems: Monitoring and diagnostics
through IoT-based platforms.

By – Prof. A. D. Shahane