Subject: Introduction to Electrical and Electronic Engineering.

Final report:

Electric train systems

Students’ name: Nguyen Thanh Nam. Student ID: 20181909.
Nguyen Sy Quan. Student ID: 20181916.
Major: Advanced program of Control engineering and Automation and Electrical
system.
 INTRODUCTION

“Railway Transport is a means of transferring of passengers and goods on

wheeled vehicles running on rails,also known as tracks.It is commonly referred to
as train transport.Railway Transports and Raiway Systems in general have been
playing animportant role in the development of humanity for hundreds of
years ,its benefits and utilities to society and economy of many countries are
definitely undeniable.

Railway Systems have a pretty long and exciting history.The oldest known,
man/animal-hauled railways date back to the 6th century BC in Corinth,Greece.
Rail transport then commenced in middle 16th century in Germany in the form of
horse-powered funiculars and wagonways. Modern rail transport commenced
with the British development of the steam locomotives in the early 19th century.
Thus, the railway systems in Great Britain is the oldest in the world. Built
by George Stepheson and his son Robert’s company Robert Stepheson and
Company, the Locomotion No.1 is the first steam locomotive to carry passengers
on a public rail line, the Stockton and Darlington Railway in 1825. George
Stephenson also built the first public inter-city railway line in the world to use only
the steam locomotives all the time, the Liverpool and Manchester
Railway which was opened in 1830. With steam engines, one could construct
mainline railways, which were a key component of the Industrial Revolution. Also,
railways reduced the costs of shipping, and allowed for fewer lost goods,
compared with water transport, which faced occasional sinking of ships. The
change from canals to railways allowed for "national markets" in which prices
varied very little from city to city. The spread of the railway network and the use

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of railway timetables led to the standardisation of time (railway time) in Britain
based on Greenwich Mean Time. Prior to this, major towns and cities varied their
local time relative to GMT. The invention and development of the railway in the
United Kingdom was one of the most important technological inventions of the
19th century. The world's first underground railway, the Metropolitan
Railway (part of the London Underground), opened in 1863.

However,in the 1880s, electrified trains were introduced, leading to electrification

of tramways and rapid transit systems.In this project report,we are going to
present some detailed information about the Electrified Railway System in term of
History of Development,GeneralStructure,Principles of Operation,Pros and Cons
as well as Development Trend that we have studied and researched up till now”.

Researchers:

NguyễnSỹQuân&NguyễnThành Nam

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I.History of Development:

1.Electrified Railway System using Direct current (DC):

 The first known electric locomotive was built in 1837 by chemist Robert

Davidson of Aberdeen, and it was powered by galvanic cells (batteries).
Davidson later built a larger locomotive named Galvani, exhibited at
the Royal Scottish Society of Arts Exhibition in 1841.

Werner von Siemens 1879 Siemens experimental train

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 The first electric passenger train was presented by Werner von
Siemens at Berlin in 1879. The locomotive was driven by a 2.2 kW, series-
wound motor, and the train, consisting of the locomotive and three cars,
reached a speed of 13 km/h.. The electricity (150 V DC) was supplied
through a third insulated rail between the tracks. A contact roller was used
to collect the electricity.
 Much of the early development of electric locomotion was driven by the
increasing use of tunnels, particularly in urban areas. Smoke from steam
locomotives was noxious and municipalities were increasingly inclined to
prohibit their use within their limits. The first electrically
worked underground line was the City and South London Railway,
prompted by a clause in its enabling act prohibiting the use of steam
power.It opened in 1890, using electric locomotives built by Mather and
Platt. Electricity quickly became the power supply of choice for subways,
abetted by the Sprague's invention of multiple-unit train control in 1897.

Electric locomotive of the Baltimore Belt Line, USA 1895: The steam

locomotive was not detached for passage through the tunnel. The
overhead conductor was a ∩ section bar at the highest point in the 5

roof, so a flexible, flat pantograph was used

 The first use of electrification on an American main line was on a four-mile
stretch of the Baltimore Belt Line of the Baltimore and Ohio
Railroad (B&O) in 1895 connecting the main portion of the B&O to the new

line to New York through a

series of tunnels around the edges of Baltimore's downtown. use of smoke-
generating locomotives south of the Harlem River after 1 July 1908. In
response, electric locomotives began operation in 1904 on the New York
Central Railroad. In the 1930s, the Pennsylvania Railroad, which had
introduced electric locomotives because of the NYC regulation, electrified
its entire territory east of Harrisburg, Pennsylvania.
 The Chicago, Milwaukee, St. Paul and Pacific Railroad (the Milwaukee
Road), the last transcontinental line to be built, electrified its lines across
the Rocky Mountains and to the Pacific Ocean starting in 1915.. However,
by this point electrification in the United States was more associated with
dense urban traffic and the use of electric locomotives declined in the face
of dieselization. Diesel shared some of the electric locomotive's advantages
over steam and the cost of building and maintaining the power supply
infrastructure, which discouraged new installations, brought on the

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 elimination of most main-line electrification outside the Northeast.
Development continued in Europe, where electrification was widespread.
1,500 V DC is still used on some lines near France and 25 kV 50 Hz is used
by high-speed trains.

2.Electrified Railway System using Alternating current (AC):

The first practical AC electric locomotive

was designed by Charles Brown, then
working for Oerlikon, Zürich. In 1891,
Brown had demonstrated long-distance
power transmission, using three-phase AC,
between a hydro-electricplant at Lauffen
am Neckar and Frankfurt am Main West, a
distance of 280 km.

In 1894, Hungarian engineer KálmánKandó developed a new type 3-phase

asynchronous electric drive motors and generators for electric locomotives.
Kandó's early 1894 designs were first applied in a short three-phase AC tramway
in Évian-les-Bains (France), which was constructed between 1896 and 1898.

In 1918, Kandó invented and developed the rotary phase converter, enabling

electric locomotives to use three-phase motors whilst supplied via a single

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overhead wire, carrying the simple industrial frequency (50 Hz) single phase AC of
the high voltage national networks.

A later development of Kandó, working with both the Ganz works

and SocietaItaliana Westinghouse, was an electro-mechanical converter, allowing
the use of three-phase motors from single-phase AC, eliminating the need for two
overhead wires. In 1923, the first phase-converter locomotive in Hungary was
constructed on the basis of Kandó's designs and serial production began soon
after.

In the 1980s, the development of very high-speed service brought further

electrification. The Japanese Shinkansen and the French TGV were the first
systems for which devoted high-speed lines were built from scratch.

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 The Siemens ES64U4, is the current confirmed holder as the fastest electric locomotive at 357

km/h (222 mph) in 2006.

On 2 September 2006, a standard production Siemens electric locomotive of

the Eurosprinter type ES64-U4 (ÖBB Class 1216) achieved 357 km/h (222 mph),
the record for a locomotive-hauled train, on the new line between Ingolstadt and
Nuremberg.Electrified Railway System has been developing rapidly since then.

II. GeneralStructure:
Electric Train

System

Electric Railway

Locomotive Electrification

System

Electric Traction Power

Voltage and
Contact Network and
Current
Systems Railway Electric

Traction

Direct Alternative
Current Current

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Other Overhead
Third Rail
Contact
 Ground-level

Power Supply

Using Using Trolley

Pantograph Pole
*Definition and brief information:

1.Electric Locomotive:

An electric locomotive is a locomotive powered by electricity from overhead

lines, a third rail or an on-board energy storage device (such as a chemical battery
or fuel cell).

2.Railway Electrification System:

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A railway electrification system supplies electrical energy to railway locomotives
and multiple units so that they can operate without having an on-board prime
mover.

a.Voltage and Current:

Usually classified by: + Direct Current

+ Alternative Current

b.ElectricContact System:

b.1. Ground-level Power Supply:

*Ground-level power supply, also known as surface current collection and

Alimentation par Sol (APS) is a modern method of third-rail electrical pick-up for
street trams. It was invented for the Bordeaux tramway, which was constructed
from 2000 and opened in 2003. Currently, this is the only place it is used but there
were and are proposals to install it elsewhere.

b.2 Overhead Line System:

*Overhead lines or overhead wires are used to transmit electrical energy to

trams, trolleybuses or trains at a distance from the energy supply point. These
overhead lines are known variously as:

Overhead contact system:(OCS)

 Overhead line equipment (OLE or OHLE)
 Overhead equipment (OHE)
 Overhead wiring (OHW)

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  Catenary

*Electric trains that collect their current from an overhead line system use a
device such as:Pantograph and Trolley Pole

b.3 Third Rail:

*A third rail is a method of providing electric power to a railway train, through a

continuous rigid conductor placed alongside or between the rails of a railway
track. It is used typically in a mass transit or rapid transit system, which has

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alignments in its own corridors, fully or almost fully segregated from the outside
environment. In most cases, third rail systems supply direct current electricity.

c.Traction Power Network and Railway Electric Traction:

*A traction network or traction power network is an electricity grid for the

supply of electrified rail networks. The installation of a separate traction network
generally is only done if the railway in question uses alternating current (AC) with
a frequency lower than that of the national grid.

Typical DC Traction Power Network for multiple

trains
*Railway electric traction
describes the various types of locomotive and multiple units that are used on
electrification systems around the world.

AC Traction
Units
Multiple- Battery Eletric
system Rail Vehicles
Units 13
 Type of
Units
DC Traction High-speed
Units Rail

Others

III) Operating mechanism

1. Electric locomotive
Electric locomotives have been providing hauling power for trains since 1837.
Unlike steam and diesel locomotives, electric locomotives do not carry any fuel or
energy source. The energy that drives them may be located hundreds of
kilometers away from the locomotive itself. Electricity produced at a distant
power station is conveyed to the locomotive through overhead catenaries. An
electric locomotives is essentially a box full of transformers and semiconductors.
A pantograph collects electricity from overhead wires and transfer it to a
transformer, which set this electrical power to the desired voltage. A connection
with the axle brushes completes the circuit. From the transformer, the alternating
connect drawn from the overhead wires is transferred to a main rectifier which
converts it to direct current. The main and auxiliary inverters than convert the
direct current into three-phase alternating current. The three-phase alternating
current powers the traction motors, which then drive the wheels. For the traction

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motors to efficiently drive the wheels, many small but important components are
also needed. Auxiliary inverters and rectifiers power these smaller components.
Transformers and rectifiers produce a lot of heat and have to be kept cool. This
important job is done by cooling fans which are powered by the auxiliary inverters
and rectifiers. A compressor also powered by the auxiliary inverter, supplies air at
the required pleasure to operate the pantograph. A battery provides the power
for start-up operations and also supplies essential circuits. The battery is usually
connected across the DC controlled supply circuit. Finally, the traction motors also
produce a lot of heat and require cooling. The traction motors are cooled by
separate cooling fans which also draw power from the auxiliary inverters and
rectifiers. That is how eletric locomotives work.

Electric locomotive Škoda ChS4-109. The Moscow — Odessa train in Vinnytsia railway station.

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 2. Electric multiple unit

An electric multiple unit or EMU is a multiple-unit train consisting of self-

propelled carriages, using electricity as the motive power. An EMU requires no
separate locomotive, as electric traction motors are incorporated within one or a
number of the carriages. Each car of the train has its own traction motors: by
means of motor control relays in each car energized by train-line wires from the
front car all of the traction motors in the train are controlled in unison. In
addition, tunnel design for EMU trains is simpler as no provision is needed for
exhausting fumes, although retrofitting existing limited-clearance tunnels to
accommodate the extra equipment needed to transmit electric power to the train
can be difficult.

A Deutsche Bahn ICE 3 EMU capable of up to 320 km/h (199 mph) in Rhineland-Palatinate,

Germany

3. Battery electric multiple unit

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 A battery electric multiple unit, battery electric railcar or accumulator railcar is
an electrically driven multiple unit or railcar whose energy is derived from
rechargeable batteries that drive its traction motors. The main advantage of these
vehicles is that they do not use fossil fuels like coal or diesel fuel, emit no exhaust
gases and do not require the railway to have expensive infrastructure like electric
ground rails or overhead catenary. On the down side is the weight of the
batteries, which raises the vehicle weight, and their range before recharging of
between 300 and 600 kilometres. Currently, battery electric units have a higher
purchase price and running cost than petrol or diesel railcars, needing one or
more charging stations along the routes they operate. A number of tramway
manufacturers are offering battery tramcars that combine the traction battery
with a supercapacitor that will be charged at each stop. The main motivation for
the usage of battery-powered tramways is to avoid overhead wires across a city.
Using boost charging at each stop allows to lower the size of the required traction
battery. This technology is hoped to be transferred to full trains.

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 Siemens Avenio trams have supercapacitor versions

4. Railway electrification system

A railway electrification system supplies electric power to railway trains and

trams without an on-board prime mover or local fuel supply. Electric railways use
electric locomotives to haul passengers or freight in separate cars or electric
multiple units, passenger cars with their own motors. Electricity is typically
generated in large and relatively efficient generating stations, transmitted to the
railway network and distributed to the trains. Some electric railways have their
own dedicated generating stations and transmission lines but most purchase
power from an electric utility. The railway usually provides its own distribution
lines, switches and transformers.Power is supplied to moving trains with a (nearly)

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continuous conductor running along the track that usually takes one of two forms:
overhead line, suspended from poles or towers along the track or from structure
or tunnel ceilings; third rail mounted at track level and contacted by a sliding
"pickup shoe". Both overhead wire and third-rail systems usually use the running
rails as the return conductor but some systems use a separate fourth rail for this
purpose. Railway electrification has constantly increased in the past decades, and
as of 2012, electrified tracks account for nearly one third of total tracks globally.

The New York City Subway is the world's largest single operator rapid transit system by number

of stations served, utilizing hundreds of miles of electrified track.

IV) Advantages and disadvantages

1. Advantages

No exposure to passengers to exhaust from the locomotive.

Lower cost of building, running and maintaining locomotives and multiple units.
Higher power-to-weight ratio (no onboard fuel tanks), resulting in

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Fewer locomotives.
Faster acceleration.
Higher practical limit of power.
Higher limit of speed.
Less noise pollution (quieter operation).
Faster acceleration clears lines more quickly to run more trains on the track in
urban rail uses.
Reduced power loss at higher altitudes (for power loss see Diesel engine).
Independence of running costs from fluctuating fuel prices.
Service to underground stations where diesel trains cannot operate for safety
reasons.
Reduced environmental pollution, especially in highly populated urban areas,
even if electricity is produced by fossil fuels.
Easily accommodates kinetic energy brake reclaim using supercapacitors.
More comfortable ride on multiple units as trains have no underfloor diesel
engines.
Somewhat higher energy efficiency in part due to regenerative braking and less
power lost when "idling".
More flexible primary energy source: can use coal, nuclear, hydro or wind as the
primary energy source instead of oil.

2. Disadvantages

Electrification cost: electrification requires an entire new infrastructure to be built

around the existing tracks at a significant cost. Costs are especially high when
tunnels, bridges and other obstructions have to be altered for clearance. Another
aspect that can raise the cost of electrification are the alterations or upgrades to
railway signalling needed for new traffic characteristics, and to protect signalling
circuitry and track circuits from interference by traction current. Electrification
may require line closures while the new equipment is being installed.

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Appearance: the overhead line structures and cabling can have a significant
landscape impact compared with a non-electrified or third rail electrified line that
has only occasional signalling equipment above ground level.
Fragility and vulnerability: overhead electrification systems can suffer severe
disruption due to minor mechanical faults or the effects of high winds causing the
pantograph of a moving train to become entangled with the catenary, ripping the
wires from their supports. The damage is often not limited to the supply to one
track, but extends to those for adjacent tracks as well, causing the entire route to
be blocked for a considerable time. Third-rail systems can suffer disruption in cold
weather due to ice forming on the conductor rail.
Theft: the high scrap value of copper and the unguarded, remote installations
make overhead cables an attractive target for scrap metal thieves. Attempts at
theft of live 25 kV cables may end in the thief's death from electrocution. In the
UK, cable theft is claimed to be one of the biggest sources of delay and disruption
to train services — though this normally relates to signalling cable, which is
equally problematic for diesel lines.
People may climb onto standing train cars, and some are seriously hurt or killed
when they come too close to the overhead contact line.
Birds may perch on parts with different charges, and animals may also touch the
electrification system. Animals fallen to the ground are fetched by foxes or other
predators.
In most of the world's railway networks, the height clearance of overhead
electrical lines is not sufficient for a double-stack container car or other unusually
tall loads.

V) Development trend:

In recent years, the world has turned to rail to answer some of the problems
threatening our global transport network. We desire trains that are fast, efficient,
transnational, energy efficient and able to cope with the increasing demand on
infrastructure. With the global population expected to reach 9.8 billion by 2050, it
is time for rail to deliver new innovations and make more efficient use of our

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existing infrastructure. The future of rail is always a hot topic among our experts
which drives innovation, demand and the industry itself. These are some of the
future rail trends you should expect to see rolled out on our tracks in the coming
years.

Driverless trains Freight shuttles

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Hydrogen trains Maglev trains

Hyperloop

_THE END_

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