Jun 10, 2016 - Mean 15 min. power demand for supply of the suburban railway track. Electrical energy demand of ETS. Zapresic that supplies the railway track.
User Group 2016 Aix-en-Provence, France 9th - 10th June 2016
MODELLING OF 25 kV ELECTRIC RAILWAY SYSTEM IN EMTP-RV Božidar Filipović-Grčić, PhD Prof. Ivo Uglešić, PhD Faculty of Electrical Engineering and Computing University of Zagreb, Croatia
1
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)
Connection of the electric railway system to power transmission network
110 kV
L1 L2 L3 110/25 kV 25 kV
Electric traction substation 110/25 kV
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
Contact network, 25 kV (50 Hz)
Tensioning device
Weight stack
DC resistance (/km) Radius (mm) Cross section (mm2)
Contact wire
Messenger wire
0.1759
0.153
6
6.18
100
120
Modelling of 25 kV Electric Railway System for Power Quality Studies • 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.
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. DEV5 RL9
Ulaz1
Izlaz1
?i
+ 0.027,5.033mH
Ulaz2
kontaktna_mreza
DEV1
Tr0_6 RL21 +VM ?v m13
m23 +A ?i
+
+A ?i
+
0.5,4mH 1
FDline2 +
FD
Equivalent of the transmission network 110 kV BUS2
0.22727272727272726
Traction substation transformer 110/25 kV, 7.5 MVA
s1 1060 s2+
1060 s3+
c
20 kV, 50 Hz contact line system and rails
p-
RL10
RL22 1060 s1+
s2
2
+
RL27
25 p+ p-
50
+ 110kVRMSLL /_0
+
4.5,15.9mH
model in: kontaktna_mreza_rv.pun
m19
s3
L6
b AC3
Tr0_5
11
RL26
LINE DATA
25kV
+
+ R18
m15 +VM ?v
p+
1060 s4+ s4 Ideal transformer
+
s1+
0.004,28.58uH RL23
s1
+
s2+
0.004,28.58uH RL24
s2
+
s3+
0.004,28.58uH RL25
s3
+ 0.004,28.58uH
Ulaz1
Izlaz1
RL11
Izlaz1
s4+ s4
RL14
Ulaz1
Izlaz1
DC4
870
DC5
?i
+ 0.027,5.033mH
Ulaz2
870
?i
Izlaz2
DEV6
Locomotive transformer 25/1.06 kV
DC3
+ 0.027,5.033mH
Ulaz2
870
?i
Izlaz2
DEV3
Ulaz1
DC2
+ 0.027,5.033mH
Ulaz2
870
Izlaz2
Izlaz2
DC motors Diode rectifier bridges
Model in EMTP-RV software which was used for analysis of electromagnetic transients
+ R4
1.33uF D6 ?viR6 + 0.001 0.7 0 R3 + 7.5
+
+
C6 ?v
7.5
D5 ?vi 0.001 + 0.7 R5 0
+ 125uF
1.33uF
C3
R8 ?vi + 0.001
C4
1.33uF
0.7 0
D7 ?vi 0.001 + 0.7 R7 0
+
7.5
+ R2
D8
+ 1.33uF
R1 + 7.5
C2
Diode bridge rectifier
C5
Current and voltage waveforms at 25 kV level
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 110 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 harmonics at 110 kV level
Current harmonics at 110 kV side of railway substation transformer
Voltage harmonics at 110 kV side of railway substation transformer
Calculated current and voltage harmonics and THD Calculated current and voltage THD at 110 kV and 25 kV Voltage THD U THD I 110 kV 1.63 % 41.83 % 25 kV 2.06 % Current and voltage harmonics Harmonic number 1st 3rd 5th 7th 21st 23rd
25 kV U (V) 35280 125.1 116.7 107.7 421.0 462.0
110 kV I (A) 194 35.2 31.0 10. 5 26.7 26.7
U (V) 89560 251.2 234.4 216.4 931.4 841.8
I (A) 40.1 11.4 6.4 4.2 5.5 5.5
Power quality measurements 110 kV transmission 110 transmission line -line Gojak 2
110 kV kV transmission transmission line - line Gojak 1
PQ2
PQ1
110 kV
PQ4
PQ3
PQ6
110/35 kV Yy0 20 MVA
110/35 kV Yy0 20 MVA
35 kV
35 kV TR 1
TR 2
PQ7
Electric railway system TR 1 TR 2 7,5 MVA 7,5 MVA
Power quality measurements Uh3 RMS L1 10'
Uh3 RMS L2 10'
Uh3 RMS L3 10'
2,00
3rd voltage harmonic at 110 kV level
1,80
1,60
Uh3 RMS L1 10'
Uh3 RMS L2 10'
Uh3 RMS L3 10'
(%) of the 1 harmonic
%Un
st
%Un
2,00 1,40 1,80 1,20 1,60 1,00 1,40 0,80 1,20 0,60 1,00 0,40 0,80 0,20 0,60 0,00 2009-vlj-03 00:00:00, uto 0,40
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
Date and time 0,20
0,00
2009-vlj-08 00:00:00, ned
2009-vlj-09 00:00:00, pon
2009-vlj-10 00:00:00, uto
Power quality measurements 3rd current harmonic in phase L2 of the electric railway drain at 110 kV level TR HŽ 1 - Ih3 RMS L2 10' A
TR HŽ 2 - Ih3 RMS L2 10' A
8,00
3rd current harmonic from electric railway system (A)
3. harmonik struje u fazi odvoda HŽ 1 i HŽ 2 [A]
7,00
6,00
5,00
4,00
3,00
2,00
1,00
0,00 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
Datumand i Vrijeme Date time
2009-vlj-08 00:00:00, ned
2009-vlj-09 00:00:00, pon
2009-vlj-10 00:00:00, uto
Power quality measurements 21th voltage harmonic at 110 kV level Uh21 RMS L1 10'
Uh21 RMS L2 10'
Uh21 RMS L3 10'
1,20
%Un st 1 harmonic (%) of the
1,00
0,80
0,60
0,40
0,20
0,00 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
Date and time
2009-vlj-08 00:00:00, ned
2009-vlj-09 00:00:00, pon
2009-vlj-10 00:00:00, uto
Power quality measurements 21th current harmonic in phase L2 of the electric railway drain at 110 kV level TR HŽ 1 - Ih21 RMS L2 10' A
TR HŽ 2 - Ih21 RMS L2 10' A
st harmonic from electric current 2121. harmonik struje u fazi odvoda HŽ 1 i HŽ 2 [A] railway system (A)
1,00
0,80
0,60
0,40
0,20
0,00 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
Datumand i Vrijeme Date time
2009-vlj-08 00:00:00, ned
2009-vlj-09 00:00:00, pon
2009-vlj-10 00:00:00, uto
Power quality measurements Comparison between measured values and planning levels for harmonic voltages according to IEC 61000-3-6
THD Uh3 Uh5 Uh7 Uh9 Uh11 Uh13 Uh15 Uh17 Uh19 Uh21 Uh23 Uh25
Measurements on 110 kV busbars Phases L2, Phase L3 L1 1,8 % 0,8 % 0,9 % Uh1 0,3 % Uh1 0,6 % Uh1 0,5 % Uh1 0,5 % Uh1 0,2 % Uh1 0,3 % Uh1 0,0 % Uh1 0,6 % Uh1 0,3 % Uh1 0,8 % Uh1 0,4 % Uh1 0,4 % Uh1 0,1 % Uh1 0,4 % Uh1 0,2 % Uh1 0,4 % Uh1 0,1 % Uh1 0,5 % Uh1 0,0 % Uh1 0,6 % Uh1 0,3 % Uh1 0,8 % Uh1 0,3 % Uh1
Planning levels for HV 3% 2 % Uh1 2 % Uh1 2 % Uh1 1 % Uh1 1,5 % Uh1 1,5 % Uh1 0,3 % Uh1 1,2 % Uh1 1,1 % Uh1 0,2 % Uh1 0,9 % Uh1 0,8 % Uh1
Modelling of reactive power compensation for the electric railway systems and analysis of switching transients
Reactive power compensation - benefits • 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 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
?v
m13 +VM
Model in EMTP-RV DEV4
DEV1 RL9
p+
s1+
0.027,5.033mH
scope
FDline2
PQ
PQm2 50Hz ?s
c
+
PQm4 50Hz ?s
DEV5 RL11
0.027,5.033mH
s3 kontaktna_mreza
DEV6 RL14
s4+
0.027,5.033mH
s4
Istosmjerni motor
DC motors
Diodni ispravljaci
+
m1 +VM ?v
?vi SW5
RL2
RL3
?i
SW4 ?i +
+
-1|10|0
0.004,28.58uH
4.5,15.9mH
Compensation trasformer 2.7 MVA
46uF
+
C11
R12 +
C10
1.342M
46uF
+
+
C9
R11 + 1.342M
46uF
R10 + 1.342M
C8
+
+ 46uF
R9 + 1.342M
1.342M
C7
+
46uF
R8
+
C6
1.342M
46uF
R1
+
R7
C5
+
46uF
+
+
C4
1.342M
46uF
R6 + 1.342M
+
+
R5 + 1.342M L1
+ ?i
2.54mH
C3
Izlaz1
R4 + 1.342M
+
R3 +
1.342M
+
R2 +
1.342M
46uF
46uF
C12
DEV14
Izlaz1 Ulaz1
DEV13
Izlaz1 Ulaz1
DEV12
Izlaz1 Ulaz1
DEV11
Izlaz1 Ulaz1
Izlaz1 Ulaz1
DEV10
DEV33
DEV15
Izlaz1 Ulaz1 Izlaz1 Ulaz1
DEV16
DEV17 DEV31
Izlaz1 Ulaz1
Izlaz1 Ulaz1 Izlaz1 Ulaz1
DEV32
DEV18 DEV30
Izlaz1 Ulaz1
Izlaz1 Ulaz1 Izlaz1 Ulaz1
DEV19
DEV20
DEV29
Izlaz1 Ulaz1
DEV21 DEV27
Izlaz1 Ulaz1 Izlaz1 Ulaz1
Izlaz1 Ulaz1
DEV22 DEV26
Izlaz1 Ulaz1
Izlaz1 Ulaz1
DEV23 DEV25
Izlaz1 Ulaz1
DEV24
Izlaz1 Ulaz1
Single branch of compensation 96.8 kVAr
Q=96.8 kVAr
DEV28
Postrojenje za kompenzaciju 2716 kVAr Compensation 2.716 MVAr
Energetski transformator 2,7 MVA za priklju ak kompenzacije
Ulaz1
Izlaz1 Ulaz1
DEV8
Izlaz1 Ulaz1
+ L3
50
DEV7
2
Izlaz1 Ulaz1
11
+ 1
0.026037735849056602
DEV2
+ R2
?v VM+ m2
Tr0_1
Izlaz1 Ulaz1
+
64.625ms|65ms|0
-1ms|50ms|0
?vi SW1
Diode rectifier bridges
Locomotive transformer 25/1.06 kV
+
C2
?i
+
Ulaz1 Izlaz1 Ulaz2 Izlaz2
LINE DATA
46uF
DC5
Ulaz2 Izlaz2
Kontaktna mrezža
Traction substation transformer 2x7.5 MVA, 110/25 kV
EVP transformatori 2x7,5 MVA, 110/27,5 kV
Transformator na lokomotivi 25 kV/1060 V
C1
1040
?i
+
Ulaz1 Izlaz1
model in: kontaktna_mreza_rv.pun
46uF
DC4
FD
s3+
GND
Equivalent ot the 110 kV transmission network
1040
s2
0.22727272727272726
Ekvivalent vanjske 110 kV mrezže
DC3
Ulaz2 Izlaz2
IC
Izlaz1 Ulaz1
0,14.902mH 2
IC PQ
p1 50Hz
1040
?i
+
Ulaz1 Izlaz1
Izlaz1 Ulaz1
1
RL10
s2+
Izlaz1 Ulaz1
+
5|10|0
?i SW3
3-phase PQm3 50Hz ?s
DEV3
CTRL
DEV9
+A ?i
PQ
115kVRMSLL /_0
m19 +A ?i
+
+
+
m15 +VM ?v
m23
IC
5|10|0
+
RL21
DC2
s1
0.027,5.033mH q(t)
?i SW2
+
RL1
Tr0_5
b
AC3
?s
p-
25 kV contact line system and rails
scope
p(t)
1040
Ulaz2 Izlaz2
scp3
m18 +VM ?v
BUS2
?i
+
Ulaz1 Izlaz1
scp4
Diode locomotive operation – without compensation
Voltage at 25 kV level Urms=27.9 kV
Active power calculated at 25 kV level in electric traction substation: Prms=1.3 MW
Reactive power calculated at 25 kV level in electric traction substation: Qrms=511.8 kVAr
Diode locomotive operation – with compensation Five branches of capacitor banks connected.
Voltage at 25 kV level Urms=28 kV
Active power calculated at 25 kV level in electric traction substation: Prms=1.4 MW
Reactive power calculated at 25 kV level in electric traction substation: Qrms=29.7 kVAr
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
Inrush currents at 0,69 kV side of compensation transformer (switching on 5 degrees of compensation): Imax=3.21 kA; Irms=666.5 A
Inrush currents at 0,69 kV side of compensation transformer (switching on 1 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 Threephase 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
Simulation results The electric traction system 25 kV, 50 Hz and the traction vehicle with three-phase induction motors were modeled including AC/DC rectifier and DC/AC inverter based on IGBT technology. Current
Voltage
Current (green) and voltage (red) on contact network on the 110 kV side
Power quality measurements
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 25 kV level
Measurements at 110 kV level
Analysis of measurement and simulation results of freight train power supply
Train movement simulator The principle of the calculation is depicted in the Figure. The whole calculation runs in the time steps for the desired time period. The train movement simulator gives the exact location, as well as active and reactive power demands of the train in each time step (load flow).
END
Analysis of measurement and simulation results of freight train power supply Figure shows the conditions of the observed section, at the time of measurement, the number and position of ETS and sectioning facilities as well as the terrain configuration.
Terrain configuration of the observed section
Analysis of measurement and simulation results of freight train power supply Measured and calculated active and reactive power as a function of time for movement test freight train in the supply area of ETS 1.
Design and testing of 25 kV AC electric railway power supply systems The design and testing of the newly built traction substation, which is foreseen for the power supply of part of the electrical tracks in the area of Zagreb.
Design and testing of 25 kV AC electric railway power supply systems
Measured current of feeder 1
Calculated current of feeder 1
Design and testing of 25 kV AC electric railway power supply systems Load flow calculation was conducted for the maximum time-table graph (from 6 AM to 8 AM).
Electrical energy demand of ETS Zapresic that supplies the railway track
E / MVAh
Mean 15 min. power demand for supply of the suburban railway track
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 Underground Pipeline in the Vicinity of the AC Traction System 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.
Contact line LINE DATA
AC current source FDline1
FDline2 FD
+
FDline3 FD
+
FDline4 FD
+
FDline5 FD
+
FD
R3
+
+
+
m4 +VM ?v
m1 +VM ?v
Pipeline
+
+ R2
1
m3 +VM ?v
R1
m2 +VM ?v
1
AC1 5kA /_0
Influence of the electric railway system on telecommunication cables Cross-section of the pole of the AC 25 kV single-track and current directions
Catenary wire
Telecommunication cable
Contact 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
Measurements and Simulations in Trail Operation of Electric Traction Power Supply After Its Modification a) Current through the electric traction contact conductor; b) Voltage induced at the end of the telecommunication cable
Measurements and Simulations in Trail Operation of Electric Traction Power Supply After Its Modification 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
User Group 2016 Aix-en-Provence, France 9th - 10th June 2016
MODELLING OF 25 kV ELECTRIC RAILWAY SYSTEM IN EMTP-RV Božidar Filipović-Grčić, PhD Prof. Ivo Uglešić, PhD Faculty of Electrical Engineering and Computing University of Zagreb, Croatia
1
