MODELLING OF 25 kv ELECTRIC RAILWAY SYSTEM IN EMTP-RV

Transcription

1 User Group 2016 Aix-en-Provence, France 9 th - 10 th 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 1

2 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.

3 Modelling of the electric railway system including locomotives & Influence on power quality in the transmission system (simulations and measurements)

4 Connection of the electric railway system to power transmission network 110 kv L1 L2 L3 110/25 kv 25 kv

5 Electric traction substation 110/25 kv

6 Contact network, 25 kv (50 Hz)

7 Contact network, 25 kv (50 Hz) Catenary wire Catenary wire Contact wire Rails

8 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.

9 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. kontaktna_mreza DEV5 Ulaz1 Izlaz1 Ulaz2 Izlaz2 RL9?i 0.027,5.033mH 870 DC2 AC3 110kVRMSLL /_0 RL27 m23 A?i Equivalent of the transmission network 110 kv b c BUS2 VM m13?v RL26 0.5,4mH Traction substation transformer 110/25 kv, 7.5 MVA Tr0_ m19 A?i m15 VM?v LINE DATA model in: kontaktna_mreza_rv.pun FDline2 FD 20 kv, 50 Hz contact line system and rails Locomotive transformer 25/1.06 kv Model in EMTP-RV software which was used for analysis of electromagnetic transients p p- RL21 4.5,15.9mH R18 L6 25kV 25 p p- Tr0_6 Ideal transformer 1060 s1 s s2 s s3 s s4 s4 RL ,28.58uH RL ,28.58uH RL ,28.58uH RL ,28.58uH s1 s1 s2 s2 s3 s3 s4 s4 Ulaz1 Ulaz2 Ulaz1 Ulaz2 Ulaz1 Ulaz2 DEV1 DEV3 DEV6 Izlaz1 Izlaz2 Izlaz1 Izlaz2 Izlaz1 Izlaz2 Diode rectifier bridges RL10?i 0.027,5.033mH RL11?i 0.027,5.033mH RL14?i 0.027,5.033mH DC motors 870 DC3 870 DC4 870 DC5

10 Diode bridge rectifier 7.5 R1 1.33uF C2 7.5 R2 1.33uF C3 7.5 R3 1.33uF C ?vi D ?vi D ?vi D7 7.5 R4 1.33uF C ?vi D R R R R8 125uF?v C6

11 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

12 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

13 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

14 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 % % 25 kv 2.06 % Harmonic number Current and voltage harmonics 25 kv 110 kv U (V) I (A) U (V) I (A) 1 st rd th th st rd

15 Power quality measurements 110 kv transmission line - line Gojak kv transmission line - line Gojak 2 PQ1 PQ2 110 kv PQ3 PQ4 PQ6 PQ7 110/35 kv Yy0 20 MVA 110/35 kv Yy0 20 MVA 35 kv 35 kv TR 1 TR 2 Electric railway system TR 1 TR 2 7,5 MVA 7,5 MVA

16 Power quality measurements 3 rd voltage harmonic at 110 kv level 1,60 Uh3 RMS L1 10' Uh3 RMS L2 10' Uh3 RMS L3 10' 2,00 1,40 %Un (%) of the 1 st harmonic 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, vlj-03 0,40 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 Date and time 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 0,20 0,00

17 Power quality measurements 3 rd 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 7,00 3. harmonik struje u fazi odvoda HŽ 1 i HŽ 2 [A] 3 rd current harmonic from electric railway system (A) 6,00 5,00 4,00 3,00 2,00 1,00 0, 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 Datum and i Vrijeme time 2009-vlj-08 00:00:00, ned 2009-vlj-09 00:00:00, pon 2009-vlj-10 00:00:00, uto

18 Power quality measurements Comparison between measured values and planning levels for harmonic voltages according to IEC Measurements on 110 kv busbars Planning Phases L2, L3 Phase L1 levels for HV THD 1,8 % 0,8 % 3 % U h3 0,9 % U h1 0,3 % U h1 2 % U h1 U h5 0,6 % U h1 0,5 % U h1 2 % U h1 U h7 0,5 % U h1 0,2 % U h1 2 % U h1 U h9 0,3 % U h1 0,0 % U h1 1 % U h1 U h11 0,6 % U h1 0,3 % U h1 1,5 % U h1 U h13 0,8 % U h1 0,4 % U h1 1,5 % U h1 U h15 0,4 % U h1 0,1 % U h1 0,3 % U h1 U h17 0,4 % U h1 0,2 % U h1 1,2 % U h1 U h19 0,4 % U h1 0,1 % U h1 1,1 % U h1 U h21 0,5 % U h1 0,0 % U h1 0,2 % U h1 U h23 0,6 % U h1 0,3 % U h1 0,9 % U h1 U h25 0,8 % U h1 0,3 % U h1 0,8 % U h1

19 Modelling of reactive power compensation for the electric railway systems and analysis of switching transients

20 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

21 Reactive power compensation Reactive power compensation implies compensating the reactive power consumed by electrical motors, transformers etc.

22 Reactive power compensation - example 28 branches of capacitor banks for compensation of inductive reactive power consumed by electric locomotives (total Q C =2716 kvar). Reactors for compensation of capacitive reactive power of the 25 kv contact network (4 degrees of regulation, total Q L =30 kvar). Connected to 25 kv network via power transformer 2.7 MVA (27.5/0.69 kv).

23 Reactive power compensation - example Single branch (Q L =96.8 kvar) consists of 12 capacitor banks and a filter reactor. C 46 µf, 20.5 kvar single capacitor L f 2.54 mh, filter reactor R MΩ resistance for capacitor discharge

24 m13 VM?v p DEV4 s1 RL9?i 0.027,5.033mH 1040 DC2 AC3 RL21 IC m23 A PQ?i 3-phase 115kVRMSLL /_0 PQm3 50Hz?s GND Ekvivalent vanjske 110 kv mrezže m18 VM?v Tr0_ m19 A?i m15 VM?v Kontaktna mrezža model in: FDline2 FD kontaktna_mreza LINE DATA kontaktna_mreza_rv.pun p- CTRL s1 s2 s2 s3 s3 s4 s4 Transformator na lokomotivi 25 kv/1060 V Diodni ispravljaci RL10?i 1040 DC ,5.033mH RL11?i 1040 DC ,5.033mH RL14?i 1040 DC ,5.033mH Istosmjerni motor RL3 4.5,15.9mH Tr0_1 RL2?i 0.004,28.58uH 11 R L3 scp4 Ulaz1 DEV1 Izlaz SW3 RL1 0,14.902mH p(t)?s p1 50Hz q(t) scope scp3 scope IC PQ PQm2 50Hz?s -1ms 50ms 0 SW1?vi IC PQ PQm4 50Hz?s m1 VM?v Ulaz2 Ulaz1 Ulaz2 Ulaz1 Ulaz2 Ulaz1 Ulaz2 DEV3 DEV5 DEV6 Izlaz2 Izlaz1 Izlaz2 Izlaz1 Izlaz2 Izlaz1 Izlaz2 DEV2 DEV7 DEV8 DEV9 DEV10 DEV11 DEV12 DEV13 DEV14 Energetski transformator 2,7 MVA za priklju ak kompenzacije Postrojenje za kompenzaciju 2716 kvar Compensation MVAr DEV23 DEV22 DEV21 DEV20 DEV19 DEV18 DEV17 DEV16 DEV15?i SW2?i SW4?i DEV24 DEV25 DEV26 DEV27 DEV28 DEV29 DEV30 DEV31 DEV32 DEV33 Model in EMTP-RV Equivalent ot the 110 kv transmission network BUS2 b c EVP Traction transformatori 2x7,5 substation MVA, 110/27,5 kv transformer 2x7.5 MVA, 110/25 kv ms 65ms 0 25 kv contact line system and rails SW5?vi Locomotive transformer 25/1.06 kv Diode rectifier bridges DC motors?v VM m2 Compensation trasformer 2.7 MVA Ulaz1 Q=96.8 kvar Single branch of compensation 96.8 kvar R M 46uF C1 R M 46uF C2 R M 46uF C3 R M 46uF C4 R M 46uF C5 R M 46uF C6 R M 46uF C7 R8 Izlaz1 2.54mH?i L M 46uF C8 R M 46uF C9 R M 46uF C10 R M 46uF C11 R M 46uF C12

25 Diode locomotive operation without compensation Voltage at 25 kv level U rms =27.9 kv Active power calculated at 25 kv level in electric traction substation: P rms =1.3 MW Reactive power calculated at 25 kv level in electric traction substation: Q rms =511.8 kvar

26 Diode locomotive operation with compensation Five branches of capacitor banks connected. Voltage at 25 kv level U rms =28 kv Active power calculated at 25 kv level in electric traction substation: P rms =1.4 MW Reactive power calculated at 25 kv level in electric traction substation: Q rms =29.7 kvar

27 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.

28 Switching on capacitor banks Inrush currents at 0,69 kv side of compensation transformer (switching on 28 degrees of compensation): I max =660 A; I rms =137.6 A Inrush currents at 0,69 kv side of compensation transformer (switching on 5 degrees of compensation): I max =3.21 ka; I rms =666.5 A Inrush currents at 0,69 kv side of compensation transformer (switching on 1 degree of compensation): I max =5.66 ka; I rms =4.02 ka

29 Switching off capacitor banks (28 degrees) Circuit breaker current TRV on circuit breaker U max =89.84 kv

30 Switching off capacitor banks (1 degree) Circuit breaker current TRV on circuit breaker U max =82.6 kv

31 Power Quality Analysis in the Electric Traction System with Threephase Induction Motors

32 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

33 Power quality measurements Electric traction substation connection and train position

34 Locomotive operation mode: acceleration 19 th harmonic

35 Locomotive operation mode: constant drive 5 th harmonic

36 Locomotive operation mode: regenerative breaking 11 th harmonic

37 Measurements at 110 kv level

38 Measurements at 25 kv level

39 Influence of the electric railway system on pipelines and telecommunication cables

40 Estimation of return current that flows through rails The distribution of traction current in the contact line system

41 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.

42 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.

43 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. AC current source LINE DATA Contact line FDline1 FD FDline2 FD FDline3 FD FDline4 FD FDline5 FD 5kA /_0 AC1 1 R2 m2 VM?v m3 VM?v m4 VM?v m1 VM?v Pipeline 1 R1 R3

44 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

45 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

46 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

47 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

48 User Group 2016 Aix-en-Provence, France 9 th - 10 th 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 1