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Modeling and Simulation for Traction Power Supply

System of High-Speed Railway


Han Zhengqing, Zhang Yuge, Liu Shuping, Gao Shibin
School of Electrical Engineering, Southwest Jiaotong University
Chengdu, Sichuan, 610031, China
hanzhengqing@swjtu.cn
AbstractTraction power supply system is an electrical power
network used to receive power from three phase power
transmission system and supply power for the train driving on
the single-phase AC power system electric railway, mainly
composed of the traction substation, traction network, partition
substation, switch substation and other components. Based on
analysis of the compositions of high-speed railway traction
power supply system and the autotransformer power supply
mode in parallel entirely, this paper establish a simulation model
of traction power supply system in the MATLAB / Simulink
environment, and a variety of fault conditions in the traction
power supply system are simulated, therefore, provided a
reference for research on the protection scheme and fault
impedance location scheme.
Keywords-high-speed railway, traction power supply system,
autotransformer feeding, simulation model

I.

INTRODUCTION

In recent years, rapid development of high-speed railway


has achieved, and a number of high-speed railway lines have
been put into operation. In China's high-speed railway traction
power supply system, most of them use autotransformer
feeding mode, which has a priority of high voltage, long
distance, large power supply capacity and small catenary
resistance, is conducive to the operation of electric locomotive
at high-speed, heavy duty, high-power operation. Also, the
mode has better protective effect to nearby communication
lines; it is conducive to the location of substations as large
traction substation spacing. According to domestic and
international experience, Autotransformer feeding mode is
very suitable for large volume and high-speed railway line.
Electrical model and simulation modeling of the traction
power supply system can improve the level of the design of
high-speed railway, and provides a theoretical basis for the
protection scheme and fault location of high-speed railway
traction power supply system, also of great significance for
ensuring the safety of high-speed railway traction power
supply, reliable, high quality and economic performance.
II.

TRACTION POWER SUPPLY SYSTEM OF HIGH-SPEED


RAILWAY

Traction power supply system can apply several feeding


modes: track return feeding, boosting transformer feeding,
Auto-Transformer (AT) feeding and so on. AT feeding is not

only suitable for high-speed, heavy load operation, but also


has good anti-jamming effect. Compared to other feeding
systems, AT feeding system provides with higher voltage,
lower traction units impedance, lower voltage loss, larger
power capacity, smaller power loss and longer feeding section,
also reduces the number of substations to reduce the number
of split-phase power at the same distance, is benefit to the
high-speed operation of locomotive, etc, has obvious technical
and economic benefits. Based on the double-track power
supply system, Cross-paralleling AT feeding system puts the
Traction catenary line (T), Rail (R) and negative Feeder (F) of
the up and down the line traction in parallel at the substation
and the outlet of the Zoning Department and the AT
Department, the traction unit length resistance and voltage
loss are reduced, and the supply capacity is further enhanced.
Cross-paralleling AT feeding mode is elected in
Beijing-Tianjin inter-city in China, Wuhan-Guangzhou line,
Zhengzhou-Xian line, Beijing-Shanghai line, the scheme is
shown in Figure 1.

Figure 1.

Schematic diagram of high-speed railway traction power supply


system

Traction power supply system consists of traction


substation, autotransformer substation, section post and
traction electric network. The main function of traction
substation is converting and controlling the electrical energy,
completing the convergence between single-phase traction net
and three-phase power system and transforming voltage.
Traction electric network is responsible for the supply of
electricity to the electric locomotive .
A.

Traction substation
Traction station is very important part of electrified
railway, and the function is turning the 110kV or 220kV
power frequency AC high voltage into 27.5kV single-phase
power frequency AC which is suitable for electric locomotive

Supported by China National Natural Science Fund (50907055) and Fundamental Research Funds for the Central Universities

978-1-4244-6255-1/11/$26.00 2011 IEEE

though traction transformer with certain connection form, and


then sending these electricity to the corresponding direction of
electrified railway though various feeders to meet the power
needs which are come from several directions of electric
locomotive. Traction station has two incoming lines and two
groups or sets transformers generally. The transformer is
using single-phase connection or Vv connection, as shown in
Figure 2 and3.

section end to make sure the up and down catenarys work in


parallel to supply power under normal circumstances and use
over-zone feeding in case of accident. The figure 4 shows the
simulation model of the high-speed railway traction power
supply system .


U
A

U
B

U
C

IB

IA

I

I

U

Figure 2.

Equivalent circuit of single-phase connection transformer



U
A

IA


U

Figure 3.

I

IB


U
B

U

Figure 4.

Simulation model of the high-speed railway traction power


supply system

IC

I


U

Chinese high-speed railway traction substations mainly


use the Vv traction transformer. The model is shown in Figure
5.

Equivalent circuit of Vv connection transformer

B.

Autotransformer station
When high-speed railway in China is using AT feeding
system, and setting one autotransformer per 10~15 km along
the railway. Just the same distance as the railway section, set
the autotransformer in each field station along the railway as
possible. At the same time, separate from section post and
switching post for better operating management.
C.

Section post
The section post makes up and down feeders of electrified
railway in parallel to increase the voltage level of feeding
sections which is at the end of the feeders and balance the
current of up and down feeding sections and reduce the loss
of electricity energy. Effect is more obvious in the direction of
the heavier car and the situation when the road has a large
ramp; Adjacent traction substation can supply electricity
through section post with the fault of traction substation.
III.

Figure 5.

Simulation model of the main transformer in the traction


substation

From the needs of the simulation, the section post can be


seen as constituted by two autotransformer substation. The
simulation model is shown in Figure 6.

THE MODELING OF TRACTION POWER SUPPLY SYSTEM

Traction power supply system includes external power


supply, traction transformers, autotransformer transformers,
catenary system and so on. This simulation system is a typical
simulation of the Chinese high-speed railway traction power
supply system, and the conditions are as follows: the power is
introduced from the 220kV power system overhead, the main
transformer in the traction substation is Vv traction
transformer whose design capacity is 20MVA, and along the
way there is an Autotransformer Station (ATS), 1 Section Post
(SP) each of which has 2 sets of autotransformer. Catenary
uses up and down inphase single-side cross-paralleling power
supply system , and there is a section post (SP) at the feeding

Figure 6.

Simulation model of autotransformer and section post

Traction model needs to simulate the catenary, the


negative feeder, the impedance of the rail itself and the mutual
impedance. The model is shown in Figure 7.

Figure 7.

IV.

Line package model

SIMULATION OF TRACTION POWER SUPPLY SYSTEM

The simulation of traction power supply system can be


used for fault analysis and fault location analysis, the design
mainly concerns on the short-circuit fault simulation of
different positions of the traction network (in this paper it
occurs at 0.04s, and lasts to 0.2s), and obtains the fault voltage
and current waveform of catenary at traction substation.
A.

Figure 10.

c)

Negative feeder-rail short-circuit fault in 1st feeding section

The

voltage

and

current

waveforms

in

catenary-negative feeder short-circuit fault

The voltage and current waveforms in normal operation

Figure 11.

Catenary-negative feeder short-circuit fault in 1st feeding


section

2 In the second feeding section (4.91km to ATS)


Figure 8.

B.

Normal operation

Short-circuit fault
1)

a) The voltage and current waveforms in catenary-rail


short-circuit fault

In the first feeding section (0.2km to the traction


substation)
a) The voltage and current waveforms in catenary-rail

short-circuit fault

Figure 12.

Catenary-rail short-circuit fault in 2nd feeding section

b) The voltage and current waveforms in negative


feeder-rail short-circuit fault
Figure 9.

Catenary-rail short-circuit fault in 1st feeding section

b) The voltage and current waveforms in negative


feeder-rail short-circuit fault

Figure 16.
Figure 13.

c)

Negative feeder-rail short-circuit fault in 2nd feeding section

The

voltage

and

current

waveforms

in

catenary-negative feeder short-circuit fault

Negative feeder broken fault

We can see from the simulated waveforms above, when


short-circuit fault occurs, the voltage on catenary becomes
lower, but current becomes higher. When it occurs in the first
feeding section, the voltage drops more and the current
increases more; It is opposite to the second feeding section.
As the first feeding section is close to the traction substation,
so short-circuit fault has greater impact on the voltage and
current of feeding system. However, when line broken fault
occurs, the voltage value by the side of traction becomes
higher, but current value becomes lower. Meanwhile, it makes
little effect on the voltage between catenary and rail, also on
the current of catenary.
V.

Figure 14.

Catenary-negative feeder short-circuit fault in 2nd feeding


section

According to the simulation results, the fault in down line


is similar to up line. Therefore, only the fault simulation
results in one direction line are given in this article.
3 Line broken fault
a) The voltage and current waveforms in catenary line
broken fault

CONCLUSION

Traction power supply system has great significance to the


safe and reliable operation of High-speed railway. The paper
analyzes the composition of China's high-speed railway
traction power supply system and introduces a simulation
model of traction power supply system built in
MATLAB2008. Meanwhile, the simulation results in normal
operation, various kinds of short-circuit fault and line broken
fault are given in this paper. The model described in this paper
can be used to analyze and validate protection schemes and
fault location algorithm for the traction power supply system
of China high-speed railway.
ACKNOWLEDGMENT
The authors express sincere gratitude to the support of
China National Natural Science Fund (50907055) and
Fundamental Research Funds for the Central Universities.
REFERENCES

Figure 15.

Catenary broken fault

b) The voltage and current waveforms in negative


feeder broken fault

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