MODELLING OF 25 kV ELECTRIC RAILWAY SYSTEM IN EMTP-RV · 2017. 11. 22. · 4.5,15.9mH RL21 + + 8 + 50 L6 + 0.004,28.58uH RL22 + RL23 0.004,28.58uH RL24 + 0.004,28.58uH RL25 Ideal

1

User Group 2016

Aix-en-Provence, France

9th - 10th June 2016

MODELLING OF 25 kV ELECTRIC RAILWAY

SYSTEM IN EMTP-RV

Prof. Ivo Uglešić, PhD

Božidar Filipović-Grčić, PhD

Faculty of Electrical Engineering and Computing

University of Zagreb, Croatia

Presentation outline

The presentation will discuss the following issues:

• modelling of the electric railway system including

locomotives in EMTP-RV software;

• influence of the electric railway system on power

quality in the transmission system (simulations and

power quality measurements);

• modelling of reactive power compensation for electric

railway systems and analysis of switching transients;

• influence of the electric railway system on pipelines

and telecommunication cables.

Modelling of the electric railway system

including locomotives

&

Influence on power quality in the

transmission system

(simulations and measurements)

110 kV

25 kV

110/25 kV

L1

L3L2

Connection of the electric railway system to power

transmission network

Electric traction substation 110/25 kV

Contact network, 25 kV (50 Hz)

Contact network, 25 kV (50 Hz)

Catenary wire Catenary wire

Contact wire

Rails

• The electric railway system including locomotives equipped with

diode rectifiers was modeled using EMTP-RV software.

• The influence of the electric railway system on power quality in

110 kV transmission system was analyzed.

• Currents and voltages were calculated in 25 kV and 110 kV

network.

Modelling of 25 kV Electric Railway System for Power

Quality Studies

Model in EMTP-RV

• A model consists of electric railway substation and contact

line feeding electric locomotives equipped with diode

rectifiers.

• An electric locomotive with diode rectifiers consists of

locomotive transformer 25/1.06 kV, diode rectifier bridges

and four DC motors.

Model in EMTP-RV software which was used for

analysis of electromagnetic transients

DC motors

20 kV, 50 Hz contact line system and rails

Diode rectifier bridges

Locomotive transformer 25/1.06 kV

Traction substation transformer 110/25 kV, 7.5 MVA

Equivalent of the transmission network 110 kV

Ulaz1

Ulaz2

Izlaz1

Izlaz2

DEV5

LINE DATA

kontaktna_mreza

model in: kontaktna_mreza_rv.pun

870

DC2+

0.027,5.033mH

?iRL9

870

DC3+

0.027,5.033mH

?iRL10

870

DC4+

0.027,5.033mH

?iRL11

870

DC5+

0.027,5.033mH

?iRL14

Ulaz1

Ulaz2

Izlaz1

Izlaz2

DEV1

Ulaz1

Ulaz2

Izlaz1

Izlaz2

DEV3

Ulaz1

Ulaz2

Izlaz1

Izlaz2

DEV6

FD+

FDline2+

1 2

Tr0_5

0.22727272727272726

VM

+m15

?v

+ Am19

?i

s2+

s2

s3+

s3

s4+

s4

p+

p-

+

4.5,15.9mH

RL21

+

11

R

18

+

50

L6

+

0.004,28.58uH

RL22

+

0.004,28.58uH

RL23

+

0.004,28.58uH

RL24

+

0.004,28.58uH

RL25

Idealtransformer

25

p+

p-

1060 s1+

s1

1060 s2+

s2

1060 s3+

s3

1060 s4+

s4

25kV

Tr0_6

s1

s1+

+

AC3

110kVRMSLL /_0

VM+

m13?v

+RL27

+ Am23

?i

+

RL26

0.5,4mH

c

b

BUS2

Diode bridge rectifier

+

7.5

R1

+

1.3

3u

F C

2

+

7.5

R

2+

1.33uF

C3

+

7.5

R3

+1

.33

uF

C4

0.7

0

?vi

D5

0.7

0

?viD6

0.7

0

?vi

D7

+

7.5

R

4+

1.33uF

C5

0.7

0

?viD8

+

0.0

01

R

5

+

0.001

R6

+

0.0

01

R

7

+

0.001

R8

+

125uF?v

C6

Current waveform at 25 kV side of railway

substation transformer Voltage waveform at 25 kV side of railway

substation transformer

Current and voltage waveforms at 25 kV level

Current waveforms at 110 kV side of

railway substation transformer Voltage waveforms at 110 kV side of

railway substation transformer

Current and voltage waveforms at 110 kV level

Current and voltage harmonics at 110 kV level

Voltage harmonics at 110 kV side of railway substation transformer

Current harmonics at 110 kV side of railway substation transformer

Voltage THD U THD I

110 kV 1.63 % 41.83 %

25 kV 2.06 %

Calculated current and voltage THD at

110 kV and 25 kV

Harmonic

number

25 kV 110 kV

U (V) I (A) U (V) I (A)

1st 35280 194 89560 40.1

3rd 125.1 35.2 251.2 11.4

5th 116.7 31.0 234.4 6.4

7th 107.7 10. 5 216.4 4.2

21st 421.0 26.7 931.4 5.5

23rd 462.0 26.7 841.8 5.5

Current and voltage harmonics

Calculated current and voltage harmonics and THD

110 kV

35 kV 35 kV

110 kV transmission

line - Gojak 1

110 kV transmission

line - Gojak 2

TR 1 TR 2

110/35 kV

Yy0

20 MVA

110/35 kV

Yy0

20 MVA

TR 1

7,5 MVATR 2

7,5 MVA

PQ1 PQ2

PQ3 PQ4 PQ6 PQ7

Electric railway system

110 kV transmission

line

110 kV transmission

line

Power quality measurements

0,00

0,20

0,40

0,60

0,80

1,00

1,20

1,40

1,60

1,80

2,00

2009-vlj-03

00:00:00, uto

2009-vlj-04

00:00:00, sri

2009-vlj-05

00:00:00, čet

2009-vlj-06

00:00:00, pet

2009-vlj-07

00:00:00, sub

2009-vlj-08

00:00:00, ned

2009-vlj-09

00:00:00, pon

2009-vlj-10

00:00:00, uto

%U

n

Uh3 RMS L1 10' Uh3 RMS L2 10' Uh3 RMS L3 10'

0,00

0,20

0,40

0,60

0,80

1,00

1,20

1,40

1,60

1,80

2,00

2009-vlj-03

00:00:00, uto

2009-vlj-04

00:00:00, sri

2009-vlj-05

00:00:00, čet

2009-vlj-06

00:00:00, pet

2009-vlj-07

00:00:00, sub

2009-vlj-08

00:00:00, ned

2009-vlj-09

00:00:00, pon

2009-vlj-10

00:00:00, uto

%U

n

Uh3 RMS L1 10' Uh3 RMS L2 10' Uh3 RMS L3 10'

(%)

of th

e 1

st h

arm

on

ic

Date and time


3rd voltage harmonic at 110 kV level

0,00

1,00

2,00

3,00

4,00

5,00

6,00

7,00

8,00

2009-vlj-03

00:00:00, uto

2009-vlj-04

00:00:00, sri

2009-vlj-05

00:00:00, čet

2009-vlj-06

00:00:00, pet

2009-vlj-07

00:00:00, sub

2009-vlj-08

00:00:00, ned

2009-vlj-09

00:00:00, pon

2009-vlj-10

00:00:00, uto

Datum i Vrijeme

3.

harm

on

ik s

tru

je u

fazi

od

vo

da H

Ž 1

i H

Ž 2

[A

]

TR HŽ 1 - Ih3 RMS L2 10' A TR HŽ 2 - Ih3 RMS L2 10' A

3rd

cu

rre

nt h

arm

on

ic fro

m

ele

ctr

ic r

ailw

ay s

yste

m (

A)

Date and time

3rd current harmonic in phase L2 of the

electric railway drain at 110 kV level


Measurements on 110 kV busbars Planning

levels for HV Phases L2, L3

Phase L1

THD 1,8 % 0,8 % 3 % Uh3 0,9 % Uh1 0,3 % Uh1 2 % Uh1 Uh5 0,6 % Uh1 0,5 % Uh1 2 % Uh1 Uh7 0,5 % Uh1 0,2 % Uh1 2 % Uh1 Uh9 0,3 % Uh1 0,0 % Uh1 1 % Uh1 Uh11 0,6 % Uh1 0,3 % Uh1 1,5 % Uh1 Uh13 0,8 % Uh1 0,4 % Uh1 1,5 % Uh1 Uh15 0,4 % Uh1 0,1 % Uh1 0,3 % Uh1 Uh17 0,4 % Uh1 0,2 % Uh1 1,2 % Uh1 Uh19 0,4 % Uh1 0,1 % Uh1 1,1 % Uh1 Uh21 0,5 % Uh1 0,0 % Uh1 0,2 % Uh1 Uh23 0,6 % Uh1 0,3 % Uh1 0,9 % Uh1 Uh25 0,8 % Uh1 0,3 % Uh1 0,8 % Uh1

Comparison between measured values and planning levels for

harmonic voltages according to IEC 61000-3-6


Modelling of reactive power

compensation for the electric railway

systems and analysis of switching

transients

• Improves the system power factor

• Reduces network losses

• Avoids penalty charges from utilities for excessive

consumption of reactive power

• Reduces cost and generates higher revenue for the

customer

• Increases the system capacity and saves cost on new

installations

• Improves voltage regulation in the network

• Increases power availability

Reactive power compensation - benefits

Reactive power compensation implies compensating the reactive

power consumed by electrical motors, transformers etc.

Reactive power compensation

Reactive power compensation - example

• 28 branches of capacitor banks for compensation of inductive

reactive power consumed by electric locomotives (total QC=2716

kVAr).

• Reactors for compensation of capacitive reactive power of the 25 kV

contact network (4 degrees of regulation, total QL=30 kVAr).

• Connected to 25 kV network via power transformer 2.7 MVA

(27.5/0.69 kV).

Reactive power compensation - example

• Single branch (QL=96.8 kVAr) consists of 12 capacitor banks and

a filter reactor.

C – 46 µF, 20.5 kVAr single capacitor

Lf – 2.54 mH, filter reactor

R – 1.342 MΩ – resistance for capacitor discharge

Transformator na lokomotivi 25 kV/1060 V Diodni ispravljaci

Istosmjerni motor

Kontaktna mrezžaEVP transformatori 2x7,5 MVA, 110/27,5 kVEkvivalent vanjske 110 kV mrezže

Postrojenje za kompenzaciju 2716 kVArEnergetski transformator 2,7 MVA za prik lju

ak kompenzacije

LINE DATAmodel in: kontaktna_mreza_rv.pun

kontaktna_mreza

DC21040

+

RL9 ?i

0.027,5.033mH

DC31040

+

RL10 ?i

0.027,5.033mH

DC41040

+

RL11 ?i

0.027,5.033mH

DC51040

+

RL14 ?i

0.027,5.033mH

VM

+ ?v

m13

FD+

FDline2+

1 2

0.22727272727272726

Tr0_5

VM

+ ?v

m15

VM+

?v

m18

+ A?i

m19

p+

p-

CTRL

s1+

s1

s2+

s2

s3+

s3

s4+

s4

DEV4

+

115kVRMSLL /_0

AC3

+RL21

+ A?i

m23

Ula

z1

Izla

z1

DE

V2

+

1 2

0.026037735849056602

Tr0_1

+

RL2 ?i

0.004,28.58uH+

RL3

4.5,15.9mH

+ R2

11

+L3

50

+

SW

1?vi

-1m

s|5

0m

s|0

+

0,14.902mH

RL1

Ulaz1

Ulaz2

Izlaz1

Izlaz2

DEV1

Ulaz1

Ulaz2

Izlaz1

Izlaz2

DEV3

Ulaz1

Ulaz2

Izlaz1

Izlaz2

DEV5

Ulaz1

Ulaz2

Izlaz1

Izlaz2

DEV6

q(t)p(t)

p150Hz

?s

scope

scp3

scope

scp4

IC

PQ

PQm2

50Hz

?s

VM

+ ?v

m1

IC

PQ3-phase

PQm3

50Hz

?s

Ula

z1

Izla

z1

DE

V7

Ula

z1

Izla

z1

DE

V8

Ula

z1

Izla

z1

DE

V9

Ula

z1

Izla

z1

DE

V10

Ula

z1

Izla

z1

DE

V11

Ula

z1

Izla

z1

DE

V12

Ula

z1

Izla

z1

DE

V13

Ula

z1

Izla

z1

DE

V14

Ula

z1

Izla

z1

DE

V15

Ula

z1

Izla

z1

DE

V16

Ula

z1

Izla

z1

DE

V17

Ula

z1

Izla

z1

DE

V18

Ula

z1

Izla

z1

DE

V19

Ula

z1

Izla

z1

DE

V20

Ula

z1

Izla

z1

DE

V21

Ula

z1

Izla

z1

DE

V22

Ula

z1

Izla

z1

DE

V23

IC

PQ

PQm4

50Hz

?s

+

SW

2?i

5|1

0|0

+

SW

3?i

5|1

0|0

+

SW4 ?i

-1|10|0

Ula

z1

Izla

z1

DE

V24

Ula

z1

Izla

z1

DE

V25

Ula

z1

Izla

z1

DE

V26

Ula

z1

Izla

z1

DE

V27

Ula

z1

Izla

z1

DE

V28

Ula

z1

Izla

z1

DE

V29

Ula

z1

Izla

z1

DE

V30

Ula

z1

Izla

z1

DE

V31

Ula

z1

Izla

z1

DE

V32

Ula

z1

Izla

z1

DE

V33

VM

+

?v

m2

+

SW

5?vi

64.6

25m

s|6

5m

s|0

BUS2

b

c

GND

Model in EMTP-RV

Q=96.8 kVAr

+ C146uF+

R2

1.3

42M

+ C246uF+

R3

1.3

42M

+ C346uF+

R4

1.3

42M

+ C446uF+

R5

1.3

42M

+ C546uF+

R6

1.3

42M

+ C646uF+

R7

1.3

42M

+L1

?i2.5

4m

H

Izla

z1

Ula

z1

+ C746uF+

R1

1.3

42M

+ C846uF+

R8

1.3

42M

+ C946uF+

R9

1.3

42M

+ C1046uF+

R10

1.3

42M

+ C1146uF+

R11

1.3

42M

+ C1246uF+

R12

1.3

42M

Diode

rectifier

bridges

DC motors

Compensation

trasformer 2.7 MVA Compensation 2.716 MVAr

Single branch of

compensation 96.8 kVAr

Locomotive

transformer 25/1.06 kV

25 kV contact line

system and rails

Traction substation

transformer 2x7.5 MVA,

110/25 kV

Equivalent ot the

110 kV transmission

network

Diode locomotive operation – without compensation

Voltage at 25 kV level Urms=27.9 kV

Reactive power calculated at 25 kV level in electric traction substation: Qrms=511.8 kVAr

Active power calculated at 25 kV level in electric traction substation: Prms=1.3 MW

Diode locomotive operation – with compensation

Voltage at 25 kV level Urms=28 kV

Reactive power calculated at 25 kV level in electric traction substation: Qrms=29.7 kVAr

Active power calculated at 25 kV level in electric traction substation: Prms=1.4 MW

Five branches of capacitor banks connected.

Capacitor banks switching transients

• Energization of three different degrees of compensation (1, 5

and 28) – switching on circuit breaker at 25 kV side of

compensation transformer.

• High-frequency inrush currents were calculated. Energization

at peak voltage was analyzed.

• De-energization of capacitor banks at 25 kV level –

overvoltages and transient recovery voltage (TRV) on circuit

breaker.

Switching on capacitor banks

Inrush currents at 0,69 kV side of compensation transformer (switching on 28

degrees of compensation): Imax=660 A; Irms=137.6 A


degrees of compensation): Imax=3.21 kA; Irms=666.5 A


degree of compensation): Imax=5.66 kA; Irms=4.02 kA

Switching off capacitor banks (28 degrees)

Circuit breaker current

TRV on circuit breaker Umax=89.84 kV

Switching off capacitor banks (1 degree)

Circuit breaker current

TRV on circuit breaker Umax=82.6 kV

Power Quality Analysis in the

Electric Traction System with Three-

phase Induction Motors

Power Quality Analysis in the Electric Traction System

with Three-phase Induction Motors

The effects of the traction vehicle operation with three-phase induction motors on

power quality in a 110 kV transmission network are investigated

Electrical scheme of traction vehicle with induction motors


Electric traction substation connection and train position

Locomotive operation mode: acceleration

19th harmonic

Locomotive operation mode: constant drive

5th harmonic

Locomotive operation mode: regenerative breaking

11th harmonic

Measurements at 110 kV level

Measurements at 25 kV level

Influence of the electric railway system

on pipelines and telecommunication

cables

Estimation of return current that flows through rails

• The distribution of traction current in the contact line system

Estimation of return current that flows through rails

• The part of return current that flows through rails depends on parameters such:

train distance from TPS, rail-to-earth conductance, number of rails which

conduct the return current, single or double track line, soil resistivity, etc.

• In the middle part between the traction vehicle and TPS, the return current of

about 58.5% flows through rails.

Induced Voltages on Underground Pipeline in the Vicinity of

the AC Traction System

Induced voltages were analyzed on buried pipeline in case of short circuit

on the electric traction contact line system.

The contact line system and pipeline were modelled using frequency

dependent transmission line model in EMTP-RV.

The figure shows the part of the corridor with total length of 1.5 km and all

distances required for induced voltage calculation.

Induced voltages on the buried pipeline were calculated in case of short

circuit on the electric traction contact line system.

Pipeline is earthed over the 1 Ω resistance at the both ends.

Induced Voltages on Underground Pipeline in the Vicinity of

the AC Traction System

AC current source

Contact line

Pipeline

LINE DATA

FD+

FDline1

FD+

FDline2

FD+

FDline3

FD+

FDline4

FD+

FDline5

+

1 R1+

1 R2

+

5kA /_0

AC1

+

1

R3

VM+

?v

m1VM+

?v

m2VM+

?v

m3VM+

?v

m4

Cross-section of the pole of the AC 25 kV single-track and current directions

Influence of the electric railway system on

telecommunication cables

Contact

wire

Telecommunication

cable

Catenary

wire

Rails

Measurements and Simulations in Trail Operation of Electric

Traction Power Supply After Its Modification

• Measurement of the induced

voltage at the end of the

telecommunication cable

• Measurement of the electric

traction current was carried

out in a traction substation



a) Current through the electric traction contact conductor;

b) Voltage induced at the end of the telecommunication cable

The telecommunication cable was divided into 75 segments in order to determine

the mutual inductance.

Calculated induced voltage versus the contact line length is shown in Figure.

Calculations: 37 V

Measurements: 35 V



1

User Group 2016

Aix-en-Provence, France

9th - 10th June 2016

MODELLING OF 25 kV ELECTRIC RAILWAY

SYSTEM IN EMTP-RV

Prof. Ivo Uglešić, PhD

Božidar Filipović-Grčić, PhD

Faculty of Electrical Engineering and Computing

University of Zagreb, Croatia

Documents

MODELLING OF 25 kV ELECTRIC RAILWAY SYSTEM IN EMTP-RV · 2017. 11. 22. · 4.5,15.9mH RL21 + + 8 + 50 L6 + 0.004,28.58uH RL22 + RL23 0.004,28.58uH RL24 + 0.004,28.58uH RL25 Ideal