IEEE Hong Kong Section EMC Chapter

EMC Seminar 17 November 2007

Harmonic Distortion Assessment of a DC Railway Traction Power System

PARSONS BRINCKERHOFF PARSONS BRINCKERHOFF

Content

Introduction
Harmonics generated by multiple-pulse rectifiers are well known EMI disturbance to trackside equipment in a dc traction railway environment. The magnitude and frequency of harmonic currents can vary with many factors that may cause an impact on the functions of safety critical electronic equipment such as the signaling system. This paper describes a case study in which a model of dc traction power supply and traction current return circuit has been used for assessing the effect of dc harmonics on the signaling system in a quantitative manner.
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Introduction Objective Modelling of the System Methodology Summary of Findings Conclusion

Objective
The objective of this exercise is to verify that the dc harmonics generated by the 1500 V dc traction power supply will not cause any troubles to the normal operation of signaling equipment. Mitigation measures will be proposed if any risk of disturbance is identified. Source of EMI is the transformer-rectifier unit in traction substations generating harmonics under normal and abnormal conditions Victims susceptible to the EMI include audio frequency coded track circuits and radiating cable loops and beacons installed on the track.
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Modelling of the System

The System includes the 24-pulse Rectifiers in Traction Substations (TSS), Electric Multiple Unit Trains (EMU), Overhead Line System (OHL) and Rails with traction return bonding cables.

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Modelling of the System

ZOHL1 ZOHL2 ZOHL3 ZOHL4 ZOHL5

Challenges in the Model

Circuit parameters changing with time:
ZTSS3

ZTSS1 ZEMU1 VH1

ZTSS2 ZEMU2 VH2 ZEMU3

VH3

Electrical Section
ZRAIL1 ZRAIL2 ZRAIL3

Electrical Section
ZRAIL4 ZRAIL5

Number of EMUs in the same electrical section varies EMU locations are time dependent In-take load currents also change according to the motoring, coasting or braking condition of EMU

Simplify the network by considering one EMU at a time Approximation of multiple EMU effects by using Weighting Factors Worst case considerations for the snapshot of densest trains within one electrical section by referring to the Headway Chart for peak hour operations
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Simplified D.C. Network Model

VH is the harmonic voltage source representing the harmonic spectrum generated by the transformer rectifier unit in traction substations ZTSS , ZOHL , ZRAIL and ZEMU are the equivalent impedance of the system components Snapshots of changing values in a dynamic model

Methodology
Fast Fourier Transform of the rectified voltage waveforms output from the TSS under different conditions of
ac inputs the rectifier

Methodology
d.c. HARMONICS
TRANSFORMER RECTIFIER UNITS

APPROACH
Transformer Rectifier Unit Operating Scenario:

ASSUMPTIONS
Transformer rectifier units:-

12 pulse operation

Harmonics generated by 12-pulse Rectifier >> 24-pulse Rectifier

d.c. Harmonic Voltage

Static Model: MODEL #1 TSS & EMU

Modeling and Approximations for the following relationships:

TSS and Trains Train and Rail
MODEL #2 EMU & Rail

Maximum level of harmonic currents will be come across when EMUs are very close to the TSS. Weighting factors to be assigned according to Headway Charts. d.c. Harmonic Current
Static Model:

Worst case consideration:Dynamic simulations unnecessary since only the maximum possible EMI would be of concern to Signalling which can be estimated by static models. EMU location in Model #2:Balanced current flow - EMU is far from TSS that harmonic currents in both return rails are balanced and little current will flow through the S Bond.

Maximum (worst case) harmonic currents used. Balanced and Unbalanced modes. d.c. Harmonic Current (balanced & unbalanced)

Unbalanced current flow - When EMU is close to TSS, split of current depends on the positions of EMU, TBB and S Bond. Different distance between the leading/trailing axle of the EMU and the S bond will be considered.

Estimation of the harmonic currents in the return rail that affect the signaling equipment
Frequency Level
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Signalling Track Circuits

MODELLING FLOWCHART - BASE CASE

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Methodology
Additional cases:
Case I One Diode Arm Broken Case II 5th Harmonic in Input Voltage Case III Rectifier Input Voltage Unbalance Case IV Rectifier Output Phase Mismatch Case V Mains Frequency Fluctuation Case VI Rectifier Transformer Input Voltage Unbalance Case VII Base Case with Rectifier Overlap Angle Case VIII - 5th Harmonic in Input Voltage with Rectifier Overlap Angle Case IX Mains Frequency Fluctuation with Rectifier Overlap Angle Case X Unbalanced Input Voltage with Rectifier Overlap Angle Case XI EMU Line Filter
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Methodology
In the assessment, harmonics in d.c. traction power supply were estimated in the following steps (base case):
Determine harmonic voltage spectra generated by 12-pulse transformer rectifier units Estimate harmonic currents flowing through an EMU and the aggregate effect of several EMU Estimate harmonic currents flowing in the return rails that will interfere with the signaling equipment

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Methodology
Step 1: Determine Harmonic Voltage Spectra
Harmonic voltages based on 12-pulse transformer rectifier units were investigated taking into consideration a number of equipment failure and imperfections scenarios

Methodology
Step 1: Determine Harmonic Voltage Spectra
FFT

FFT
Diode Arm broken

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Methodology
Step 2: Estimate Harmonic Currents Flowing Through an EMU and the Aggregate Effect of Several EMU
Current Divider Approximation One-sided Approximation Multiplier on Single Train
IHx ZOHLx

Methodology
Step 2: Estimate Harmonic Currents Flowing Through an EMU and the Aggregate Effect of Several EMU

IH1 VH1 ZEMU1

IH1

VH

ZEMU1

ZEMUx

ZRAILx

Simplified Model of TSS and Single EMU

Circuit for Weighting Factor Estimation

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Methodology
Step 3: Harmonic Current Flowing in Return Rails

Methodology
Step 3: Harmonic Current Flowing in Return Rails
The immunity levels of various trackside signaling equipment are defined as the maximum permissible in-band harmonic currents flowing in the rails

I1

I3

D1

Axle I2

"S" Bond

TBB

Axle I4

TBB

"S" Bond

D2

D2

D1

IHZT S FHZ f1 fH f2 f1 fH f2 f1 f2

S Bond between EMU and TBB

TBB between EMU and S Bond

Unbalanced Current flowing through the Track Circuit as a function of train position
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Check for In-band EMI levels to determine severity of disturbance

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Methodology
d.c. Harmonic - Train LC Filter Parameter Variation
(VARYING INDUCTANCE L1 AND FIXED CAPACITANCE C1) 1500 CT FTG-S Beacon
150 (VARYING INDUCTANCE L1 AND FIXED CAPACITANCE C1)

Methodology
d.c. Harmonic - Train LC Filter Parameter Variation Range of C1: variation between 0.01 C1 to 10 C1
(VARYING CAPACITANCE C1 AND FIXED INDUCTANCE L1) 1200
FTG-S

RC 2L1

1000

CVCM Train Impedance (Ohm)

Train Impedance (Ohm)

Train Impedance (Ohm)

CVCM 100

1000

L1

800

600

0.5L1 500

50

400

200

0.1L1 0 3 10 0.01L1 10 Frequency (Hz)

4

10

0 3 10 Frequency (Hz)

10

0 3 10

10 Frequency (Hz)

10

Train Impedance Against Frequency with Varying Inductance (1 kHz 200 kHz)

Train Impedance Against Frequency with Varying Inductance (1 kHz 20 kHz)

Train Impedance Against Frequency with Varying Capacitance (1 kHz 200 kHz)

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Summary of Findings
Track circuits were identified as the most vulnerable type of signaling equipment under influence of harmonic currents. The estimated harmonic currents within the 3dB bandwidth of the signaling equipment were compared with the corresponding maximum permissible current limits. It is possible that the harmonic currents at two of the Track Circuit operating frequencies will likely exceed the permissible limits. Other harmonics generated by the traction power supply equipment in the interested frequency ranges are within limits with a quite generous safety margin.
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Conclusion
Different in-feed supply conditions, power supply equipment failure and imperfections scenarios have been assessed in this exercise. Generally speaking, the estimated amount of harmonics so generated will not exceed the limits as specified by the signaling contractor except in a few specific conditions. Based on the HDA findings, the EMC design and test specifications for rolling stock and signaling system can be developed and assessed.

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Thank You

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