Ephraim Caleb John Figueras

BSRE IV-1

PROPULSION SYSTEM OF ROLLING STOCKS

(ELECTRIFIED)

Train electrification starts with a power supply infrastructure; railway systems such as the
ones in the country (e.g., LRT-1, LRT-2, and MRT-3) get their electricity from the national grid
(e.g., Meralco). The MRT-3 draws a 34 kV phase 60 Hz, which is then reduced to 750V DC at
the traction power substations (DOTR-MRT3, n.d.). Barring the complex process of transferring
power from the national grid to the railway infrastructures as per the guidelines of this task, the
process of the electrification of trains in its most straightforward configuration is: (1) a single
sliding wire collects power from the overhead lines, (2) this power is fed into a single phase
induction motor and the induction motors rotor is connected to the wheels and to complete the
circuit the other terminal of the induction motor is grounded, (3) the connection of the wires to
the wheels through an axle brush makes this grounding possible. The movement of the wheels is
possible through this process, but the next grounding terminal should be within adequate distance
so that the train will not halt in its movement. Overhead lines carry a large voltage, which is
excessive for the required amount of power that induction motors require–around 1000-3000 kV;
onboard step-down transformers modify this power through the primary and secondary windings
that alter the current for the induction motors to move. Trains are high-traction vehicles with an
adequate supply and uniformity of the torque curve regardless of the variance of the train speed.

A three-phase induction motor is required to achieve high and uniform torque

requirements. The principle of electromagnetic conduction from Faraday’s law is the basis of
three-phase induction motors; an induction motor has both a rotor (moving part) and a stator
(stationary part). To generate a rotating magnetic field (RMF), a three-phase AC supply is fed to
the stator’s windings (Chapman, 2011). A current is induced in the rotor conductors due to the
RMF; this is short-circuited in the case of squirrel-cage rotors or connected via external
resistances in wound rotor designs (Fitzgerald et al., 2013). Torque is produced from the
interaction between the RMF and current-induced rotor conductors, causing the rotor to rotate.
To induce a current, the rotor will always lag slightly behind the synchronous speed of the RMF
due to the need for relative motion; this is a phenomenon called slip (Hughes, 2019).
 Figure 1, Three-phase induction motor

The difference between AC and DC systems can be seen in their respective traction
motors and their difference in generating torque; in DC motors, the current in the rotor coils
interacts with a stator’s (stationary part) magnetic field which in turn creates torque, which turns
the rotor (moving part), in AC motors however, the alternating current changes constantly,
making the direction of the stator’s magnetic field causing the rotor to follow this change in
direction, which in turn makes it move. High-voltage alternating current, usually 25 kV at 50 or
60 Hz, is the main component of the AC railway electrification system. By lowering the current
needed for power transmission, the high voltage minimizes energy losses over long distances
(Steimel, 2008). This system uses a step-down procedure to lower the voltage at substations near
the rail tracks to a level appropriate for the train's traction motors. The ability of AC
electrification to power high-speed and long-distance rail networks is well known. Its
infrastructure allows for higher power transmission capacity, which makes it perfect for
high-energy trains, like those that travel long freight corridors or through mountainous areas
(Pansini, 2020). On the other hand, the DC system uses low-voltage direct current, typically
between 600 and 3000 volts. Substations must be placed closer together along the tracks in DC
systems due to the low voltage to maintain a steady supply of power (Steimel, 2008). Although
this configuration offers precise control over train acceleration and braking, it increases energy
losses over long distances. For urban transit systems like metros and trams, where frequent stops
and starts necessitate quick responsiveness and dependability, the DC system is ideally suited
due to its straightforward power delivery and effective traction motor operation (Pansini, 2020).
 The power supply system is another essential part that provides the energy needed for
propulsion. Depending on the railway electrification system, the rolling stock may have third-rail
shoes or pantographs to gather energy from ground-level conductors or overhead lines,
respectively (Pansini, 2020). This energy is then sent to onboard converters and inverters, which
modify the voltage and frequency to meet the traction motors' needs. Control systems are
essential for controlling how propulsion components operate. These systems guarantee peak
performance by controlling torque, speed, and power distribution. Modern trains use advanced
microprocessor-based control systems, allowing real-time motor performance monitoring and
adjustment to improve efficiency and safety.

Additionally, control systems enable regenerative braking, which lowers overall energy
consumption by converting the train's kinetic energy back into electrical energy during
deceleration (Steimel, 2008). The braking system is another essential part closely related to the
propulsion system. Propulsion and efficient braking systems, such as regenerative and dynamic
brakes, cooperate to preserve safety and energy efficiency. Regenerative brakes store energy in
onboard energy storage devices or send it back into the power grid, whereas dynamic brakes
release kinetic energy as heat.

Different electrical propulsion systems are in rolling stock (e.g., distributed, centralized,
articulated, modular, etc.). Electrified rolling stocks' electric propulsion structures and layouts
significantly influence train performance, sustainability, and operating efficiency. In order to
provide smooth power transfer and vehicle control, these layouts integrate multiple components
and cover the functional and physical design of propulsion systems. The various propulsion
systems used in electric rolling stocks are examined in this essay, along with the attributes that
accompany them. The centralized propulsion system is one popular propulsion configuration.
This layout uses a network of mechanical linkages, including drive shafts or gear systems, to
connect the wheels to a single, massive traction motor or two motors positioned on a central
frame. Because the propulsion equipment is housed in a single unit, centralized systems offer the
benefit of easier maintenance. However, they frequently result in a greater concentration of
weight, which can impact track wear and train stability.

On the other hand, several smaller traction motors are mounted directly on the train cars'
axles or bogies in distributed propulsion systems. This configuration improves stability and
lessens track damage by distributing weight evenly across the train's length. Additionally,
because power is spread more evenly across the wheels, distributed propulsion enables better
acceleration and braking capabilities. Because of its operational flexibility and energy efficiency,
this configuration is frequently found in contemporary high-speed trains and metro systems
(Steimel, 2008). Another crucial arrangement is the articulated propulsion system in which
nearby train carriages share bogies with traction motors. This design maintains effective
propulsion while reducing weight and maintenance expenses by reducing the total number of
bogies needed. Because articulated systems offer better flexibility and lower noise levels, they
are especially beneficial for trains traveling in urban areas or around tight curves (Pansini, 2020).
From a sustainability perspective, hybrid propulsion layouts—which combine several energy
sources—are becoming increasingly popular. These systems integrate supplementary energy
sources like batteries or hydrogen fuel cells with electric propulsion. Trains can run effectively
on non-electrified tracks and remain emission-free on electrified parts thanks to hybrid layouts.
Regenerative braking energy can be stored for later use by trains with battery-electric systems,
for example, which lowers overall energy consumption and improves environmental
performance (Steimel, 2008).

Another creative layout that maximizes maintenance and scalability is the modular
propulsion structure. This construction uses standardized, interchangeable modules to contain
propulsion components such as traction motors, converters, and inverters. Modular architectures
allow quick replacement of malfunctioning parts, reducing downtime and operational
interruptions. Additionally, they provide versatility by enabling manufacturers to modify
propulsion systems following particular operational requirements (Pansini, 2020). Finally, urban
transit systems frequently employ underfloor propulsion architectures. This design frees up room
in the passenger cabins by placing the traction motors and related equipment beneath the train
floor. When increasing passenger capacity is a top concern for metros and light rail vehicles,
underfloor systems offer a small and effective option. However, issues with heat dissipation and
maintenance accessibility may arise with these systems.

An example of a propulsion system found in a local railway infrastructure (i.e., the

MRT-3) uses a distributed propulsion system; the traction (induction) motors are mounted on the
axles of a train car. Multiple smaller motors provide propulsion in the distributed arrangement,
which improves stability and weight distribution along the train's length. This design
accommodates frequent stops and starts and the fast acceleration and deceleration needed for
urban transit. Furthermore, the distributed system guarantees improved performance and energy
efficiency under various load scenarios.
REFERENCES:

DOTR-MRT3. (n.d.). https://www.dotrmrt3.gov.ph/about-us

Pansini, A. J. (2020). Guide to Electrical Power Distribution Systems. In River Publishers

eBooks. https://doi.org/10.1201/9781003151166

Steimel, A. (2008). Electric Traction - motive power and energy supply. ResearchGate.

https://www.researchgate.net/publication/299570536_Electric_Traction_-_Motive_Power_and_E

nergy_Supply

Chapman, S. J. (2011). Electric Machinery Fundamentals (5th ed.). McGraw-Hill Education.

Fitzgerald, A. E., Kingsley, C., & Umans, S. D. (2013). Electric Machinery (7th ed.).

McGraw-Hill Education.

Hughes, A. (2019). Electric Motors and Drives: Fundamentals, Types, and Applications (5th

ed.). Butterworth-Heinemann.

Lemmer, K., & Xu, G. (2022). Electromagnetic microthrusters. In Elsevier eBooks (pp.

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