AC Traction Power Supply System

2005 EE533
Week 10 APM System

AC Traction Power Supply System
Paul Lo
Senior Electrical Engineer
1
Automated People Mover HK International Airport

HK International Airport
Passenger Terminal Building
Layout Map
Ea
st H
all
West H
all
APM System
Runs between
East Hall and
West Hall
2
Automated People Mover System - Route Map
APM Trains
APM Train System - Technical Data

Train Speed
Maximum: 70 km/h
Acceleration: 0.98 m/s2 maximum
Deceleration: 1 m/s 2 maximum
Emergency deceleration: 1.5 m/s2 maximum
Route Length
Running Line (East Hall to West Hall) : 700 meters

Overall (included siding) : 1300 meters
The first driverless electrification transportation

system in HK
4
APM Traction Power Distribution System

PDS key data
System Voltage: 600V, 3-Phase AC, 50Hz
Installation Capacity: 2500kVA (up to 3000KVA)
APM trains current collection method :

-
3rd Power Rail System
11kV 3 Supply
PDS Simplified Single Line Diagram

LEGEND
11kV RMU
Traction
Transformer
Isolator (N/O)
Isolator (N/C)
ACB (N/O)
East Hall
Substation
Section Insulator
ACB (N/C)
Cable Section
Depot
Substation
Harmonic Filter
Stinger System
West Hall
Arrival
Platform
End of
Line
Power Rail
East Hall
Arrival
Platform
APM
Depot
Power Rail
West Hall
Departure
Platform
East Hall
Departure
Platform
PDS Major Equipment Data

Traction Transformer
-
Standards :
BS171, IEC60076
Vector Group :
Dyn11
Type of insulation :
Cast Resin Epoxy
Rated power :
2500 kVA
Rated primary voltage :
11 kV AC 3-phase
Rated secondary voltage :
600 V AC, 3-phase
Rated frequency :
50Hz
Power frequency / Impulse withstand voltage :
28 kV / 75 kV peak
Impedance voltage :
6.5%
Thermal Class :
Type of cooling :
AN
LV Insulation Level :
3 kV
OFF load tap changer :
+/- 5% step 2.5%
PDS Equipment
Photos
TR01
11KV / 600V
Traction Transformer Room
Photo area
TR02
Lifting Lugs
LV Terminal
PDS Equipment
Name Plate
Upper
Frame
HV Terminal
Transformer
Internal Layout
Interphase
Lead
No Voltage
Tap Changer
Lower
Frame
Anti-vibration
Rubber
Wheel
PDS Equipment
Transformer Construction
1 Lifting lugs
2 LV Terminals
3 HV Coil
4 LV Coil Termination
5 Core Bandage
6 LV Coil
7 Pulling Holes
8 Lower Frame
9 Core Yoke
10 Core Bolt Insulation
11 Core Pressing Bolts
12 Upper Frame
13 Coil Clamp Adjustor
14 Tap Link
15 Resin Support Block
15A Resilient Pad
16 Core Legs
17 Tie Bars
18 HV Terminal
19 HV Taps
20 Anti-Vibration Rubber
21 Trolley Frame
22 Bi-directional Wheel
23 HV Conductors
24 Air Duct for Cooling
25 LV Conductors
10
PDS Equipment
Photos
Photo 2 -
Photo area
Transformer core inside

Outgoing Cables
Housing
600V side
Star Connection
Star Point
11
PDS Equipment
Photos
Insulator
Photo area
Incoming 11kV Cables
Photo 3 Transformer core inside
Housing
11kV side
Delta Connection
CastResin Core
No Voltage tap changer

12
Interphase lead
PDS Equipment
Photos
Photo 4
Photo area
Core Construction
Air duct between core

for heat dissipation
Copper Winding are embedded

inside the cast resin core
13
East Hall S/S Layout

Departure Line Tunnel
Cable Trench
to APM Tunnel
Battery &
Charger
Cable Trench
Main Switchboard
Harmonic
Filter
Au
xil
iar
yP
lan
tro
om
RTU
East Hall Substation
14
PDS Equipment 600V Switchboard

Technical Data
-
Standards :
EN60439, IEC947
Rated voltage :
600V AC
Rated busbar current :
2500 A
Rated CB current (incomer) :
2500 A
Rated CB current (line feeder) :
2500 A
Breaking capacity :
50 kA
CB pole numbers :
Fault current withstand :
50 kA 1 sec.
Type of insulation :
Air
Type of interruption :
ACB
15
PDS Equipment 600V Switchboard

Switchgear Designation
Device No.
Function
52S1
Incomer - Transformer No. 1
52S2
Incomer - Transformer No. 2
52F1
Line Feeder Arrival
52F2
Line Feeder Departure
52F3
Depot Feeder
52FL1
Harmonic Filter Feeder No.1
52FL2
Harmonic Filter Feeder No.2
DS0
Isolator - Busbar
DS1
Isolator Feeder
DSF1
Isolator Arrival
DSF2
Isolator - Departure
16
600V switchboard Single line diagram
DS1
DSF1
52FL1
DSF2
52F1
DS0
52F2
52F3
52S2
52S1
TR1
17
52FL2
TR2
PDS Equipment Photos 600V switchboard
52FL1
52F1
52S1
DS0
52S2
52F2
52FL2
52F3
18
PDS Equipment Photos 600V Switchboard
Control
Compartment
Photo area
52FL1
52F1
52S1 DS0
Circuit Breaker
Compartment
19
PDS Equipment Photos ACB Panel

Air Circuit Breaker
20
10
PDS Equipment Power Rail System

Technical Data
-
Rated voltage :
600V AC
Rated current :
1200 A
Impedance :
0.0334+j0.16 ohm/km
Sectional Area
Aluminum :
1113 mm2
Stainless Steel :
114 mm2
Weight :
3.9 kg / m
21
PDS Equipment Photos Power Rail

Aluminum
Stainless Steel
Contact Surface
with pantograph
Power Rail
22
11
Insulator
Power Rail
RED
Co
nc
re
te
Ra
il P
lin
th
Yellow
Blue
23
Infeed Power Cables
Rail Plinth
d
Re
low Blue
Yel
Power Rail
Insulator
24
12
PDS Equipment Stinger System

Technical Data
-
Overhead Conductor Rail System
Rated voltage :
600V AC, 3 Phase
Rated current :
200 A
Traveling Speed
Below 15 km/h
No. of Conductor Rail
Function
-
This system allow the train operate in Depot area by overhead mobility
system
25
PDS Equipment Stinger System

System Layout
26
13
PDS Equipment
Photos
Stinger System - 01
Conductor Bars inside
Cable & Plug
27
PDS Equipment
Photos
Stinger System - 02
Cable & Plug
28
14
PDS Equipment
Photos
Stinger System - 03
APM Train
29
Cable & Plug
PDS Equipment
Photos
Stinger System - 04
Cable & Plug

30
15
APM Train System - Consist layout and data

APM Train
-
Train Consist:
Basic module 1 x two cars consist
Passenger capacity :
152 persons
Vehicle dimension (mm):
9850 long x 2700 wide x 3510 high per car
Tare weight :
11.8 tons / two car consist
Rated voltage :
3-phase AC, 600V, 50 Hz
31
APM Train Photos Train 01
saloon
Pantograph
32
16
Carbon
Brush
Red
Yellow
Blue
33
Carbon Brush
Red
Blue
34
17
PDS Supply Configuration Mainlines

11kV 3 Supply
11kV RMU
Reliability, Availability,
Maintainability
TR02
TR01
52S1
52S2
DS0
52FL1
52F1
52FL2
52F2
52F3
APM
DEPOT
DSF1
Arrival Line
Power Rail
Departure Line
Power Rail
35
West Hall
Arrival
Platform
East Hall
Arrival
Platform
West Hall
Departure
Platform
East Hall
Departure
Platform
DS1
DSF2
PDS - Supply Configuration 1

11kV 3 Supply
Normal Operation - TR01

-
TR01 On
52S1, 52F1 & 52F2 closed
DSF1, DSF2 closed
DS0 close, DS1 open
11kV RMU
TR02
TR01
Traction
Current
Flow
direction 52S1
52S2
DS0
52FL1
52F1
52F2
52FL2
Z
Z
DSF1
Arrival Line
Power Rail
Departure Line
Power Rail
36
West Hall
Arrival
Platform
East Hall
Arrival
Platform
West Hall
Departure
Platform
East Hall
Departure
Platform
DS1
52F3
APM
DEPOT
DSF2
18
PDS - Supply Configuration 2

11kV 3 Supply
Normal Operation - TR02

-
TR02 On
52S2, 52F1 & 52F2 closed
DSF1, DSF2 closed
DS0 close, DS1 open
11kV RMU
TR02
TR01
52S1
Traction
Current
Flow
direction
52S2
DS0
52FL1
52F1
52F2
52FL2
52F3
APM
DEPOT
DSF1
Arrival Line
Power Rail
Departure Line
Power Rail
37
West Hall
Arrival
Platform
East Hall
Arrival
Platform
West Hall
Departure
Platform
East Hall
Departure
Platform
DS1
DSF2
PDS Emergency Configuration 1

11kV 3 Supply
TR01 - Power Loss

-
Trains normally feeds by TR01
52S1, 52F1 & 52F2 closed
DSF1, DSF2 closed
DS0 close, DS1 open
11kV RMU
TR02
TR01
52S1
52S2
DS0
52FL1
52F1
52F2
52FL2
Z
Z
DSF1
Arrival Line
Power Rail
Departure Line
Power Rail
38
West Hall
Arrival
Platform
East Hall
Arrival
Platform
West Hall
Departure
Platform
East Hall
Departure
Platform
DS1
52F3
APM
DEPOT
DSF2
19
PDS Emergency Configuration 1 (Cont)

11kV 3 Supply
TR01 - Loss Power

-
52S1, 52F1 & 52F2 closed
DSF1, DSF2 closed
DS0 close, DS1 open
TR01 is de-energized
52S2 close automatically
TR02 feeds the trains continuously
Arrival Line
Power Rail
Departure Line
Power Rail
39
11kV RMU
TR02
TR01
52S1
Traction
Current
Flow
direction
52S2
DS0
52FL1
52F1
52F2
52FL2
52F3
APM
DEPOT
DSF1
West Hall
Arrival
Platform
East Hall
Arrival
Platform
West Hall
Departure
Platform
East Hall
Departure
Platform
DS1
DSF2

11kV 3 Supply
TR02 - Loss Power

-
52S2, 52F1 & 52F2 closed
DSF1, DSF2 closed
DS0 close, DS1 open
11kV RMU
TR02
TR01
52S1
52S2
DS0
52FL1
52F1
52F2
52FL2
Z
Z
DSF1
Arrival Line
Power Rail
Departure Line
Power Rail
40
West Hall
Arrival
Platform
East Hall
Arrival
Platform
West Hall
Departure
Platform
East Hall
Departure
Platform
DS1
52F3
APM
DEPOT
DSF2
20
PDS Emergency Configuration 2 (cont)

11kV 3 Supply
TR02 - Loss Power
11kV RMU
52S2, 52F1 & 52F2 closed
DSF1, DSF2 closed
DS0 close, DS1 open
TR02 is de-energized
52S1 close automatically
TR01 feeds the trains continuously
Arrival Line
Power Rail
Departure Line
Power Rail
41
Traction
Current
Flow
direction
TR02
TR01
52S1
52S2
DS0
52FL1
52F1
52F2
52FL2
52F3
APM
DEPOT
DSF1
West Hall
Arrival
Platform
East Hall
Arrival
Platform
West Hall
Departure
Platform
East Hall
Departure
Platform
DS1
DSF2

11kV 3 Supply
ACB 52F2 fail to close

-
52S1, 52F1 & 52F2 closed
DSF1, DSF2 closed
DS0 close, DS1 open
11kV RMU
TR02
TR01
Traction
Current
Flow
direction 52S1
52S2
DS0
52FL1
52F1
52F2
52FL2
Z
Z
DSF1
Arrival Line
Power Rail
Departure Line
Power Rail
42
West Hall
Arrival
Platform
East Hall
Arrival
Platform
West Hall
Departure
Platform
East Hall
Departure
Platform
DS1
52F3
APM
DEPOT
DSF2
21

11kV 3 Supply

-
52S1, 52F1 & 52F2 closed
DSF1, DSF2 closed
DS0 close, DS1 open
52F2 is tripped & cannot close
Close DS1
Departure Line feed continuously
11kV RMU
Departure Line
Power Rail
43
52S2
DS0
52FL1
52F1
52F2
52FL2
52F3
APM
DEPOT
Traction current flow through 52F1

is equal to total traction current in
Arrival and Departure Line
Arrival Line
Power Rail
TR02
TR01
Traction
Current
Flow
direction 52S1
DSF1
West Hall
Arrival
Platform
East Hall
Arrival
Platform
West Hall
Departure
Platform
East Hall
Departure
Platform
DS1
DSF2
PDS Emergency configuration 4

11kV 3 Supply

-
52S1, 52F1 & 52F2 closed
DSF1, DSF2 closed
DS0 close, DS1 open
11kV RMU
TR02
TR01
Traction
Current
Flow
direction 52S1
52S2
DS0
52FL1
52F1
52F2
52FL2
Z
Z
DSF1
Arrival Line
Power Rail
Departure Line
Power Rail
44
West Hall
Arrival
Platform
East Hall
Arrival
Platform
West Hall
Departure
Platform
East Hall
Departure
Platform
DS1
52F3
APM
DEPOT
DSF2
22

11kV 3 Supply

-
52S1, 52F1 & 52F2 closed
DSF1, DSF2 closed
DS0 close, DS1 open
52F1 is tripped & cannot close
Close DS1
Departure Line feed continuously
11kV RMU
Departure Line
Power Rail
45
52S2
DS0
52FL1
52F1
52F2
52FL2
52F3
Z
Z
Traction current flow through 52F2

is equal to total traction current in
Arrival and Departure Line
Arrival Line
Power Rail
TR02
TR01
Traction
Current
Flow
direction 52S1
DSF1
West Hall
Arrival
Platform
East Hall
Arrival
Platform
West Hall
Departure
Platform
East Hall
Departure
Platform
DS1
APM
DEPOT
DSF2
APM Train System Train Operation Modes

Mode 1 - Dual Shuttle Mode
-
APM train is running between East Hall and West Hall without crossing to
other line
Only two trains running
PDS is operated at ~ 50% of installed capacity
Arrival Line
Departure Line
West Hall
Arrival
Platform
East Hall
Arrival
Platform
West Hall
Departure
Platform
East Hall
Departure
Platform
46
23
APM Train System Train Operation Modes

Dual Shuttle Running Demonstration
Arrival Line
Departure Line
West Hall
Arrival
Platform
East Hall
Arrival
Platform
West Hall
Departure
Platform
East Hall
Departure
Platform
47
APM Train System - Train Operation Modes

Mode 2 - Normal Pinched Loop
-
APM trains are running between East Hall and West Hall in a loop
Maximum four trains are running in system
PDS is operated at ~ 100% of installed capacity
Arrival Line
Departure Line
West Hall
Arrival
Platform
East Hall
Arrival
Platform
West Hall
Departure
Platform
East Hall
Departure
Platform
48
24
APM Train System - Train Operation Modes

Normal Pinched Loop Demonstration
Arrival Line
Departure Line
West Hall
Arrival
Platform
East Hall
Arrival
Platform
West Hall
Departure
Platform
East Hall
Departure
Platform
49
APM Trains Operation Modes

Normal Pinched Loop Demonstration
Arrival Line
Departure Line
West Hall
Arrival
Platform
East Hall
Arrival
Platform
West Hall
Departure
Platform
East Hall
Departure
Platform
50
25
PDS Design Requirement

Design Deliverables (Safety, RAM, $)
System design, Equipment Rating Selection (S, RAM, $)
Fault level and protection coordination Safety
Voltage Drop Train performance at minimum voltage
Cable system temperature rise Thermal impact
Harmonic assessment - Interference impact
51
PDS Design Flow Case Study

Assumptions
-
The harmonic filter / power factor correction equipment is

purposely put out of service to simulate the maximum load
current scenario.
The fault level at source point 11kV side is 350MVA
Cable have same dimension will have equal impedance and will
share equal current when connected in parallel
Case Study
Voltage drop Calculation
Harmonic Assessment
Cable Temperature rise
52
26
PDS - Design Interface with Train System

Train current profile
-
Different Service Modes Different Current profile, full load, train

start and coast
1. Dual Shuttle Mode (one train per line)
2. Normal Pinched Loop (two trains per line)
Train Consist
-
Maximum 4 nos. train running in system

1x 2 car train or 2 x2car
train
1 x 4 car train
53

Train current profile Starting and Running
Peak 1178.6A
RMS 321A
54
27

Train current profile - Enlargement
Peak 1178.6A
55
PDS Design Interface with Train System

Train current and voltage characteristics
-
Minimum Operation Voltage

i.e. Terminal Voltage at pantograph = 440V
Amperage Characteristic
Different Train Consist
Configuration
RMS Running
Current (A)
Peak Starting
Current (A), 15S
1 x 2-car (full load)
130
670
1 x 4-car (full load)
260
1,340
1 x 2-car (no load)
80
200
1 x 4-car (no load)
160
400
Power Factor = 0.97
56
28
Traction Power System Design

Service Modes and Trains Consist Combination
Summary of Train Current
Train on
Arrival Line
Train on
Departure
Line
1 x 2 car
1 x 2 car
starting
full load
starting
full load
1 x 2 car
1 x 2 car
running
full load
running
full load
1 x 4 car
1 x 4 car
starting
full load
starting
full load
1 x 4 car
1 x 4 car
running
full load
running
full load
Operation
Mode
Dual Shuttle
Dual Shuttle
Dual Shuttle
Dual Shuttle
Normal
Pinched Loop
2 x 2 car
2 x 2 car
starting
full load + no
load
starting
full load + no
load
Normal
Pinched Loop
2 x 2 car
2 x 2 car
running
full load + no
load
running
full load + no
load
57
Arrival Track
Feeder circuit
52F1
Departure Track
Feeder circuit
52F2
Transformer
circuit
52S1 / 52S2
670
670
1340
130
130
260
1340
1340
2680
260
260
520
870
870
1740
210
210
420
Traction Power System Design Interface

11kV 3 Supply
PDS equipment rating
11kV RMU
TR1
TR2
Traction Tx
L5 : 7 x 240 mm cables
52S2
52S1
52F1
52FL1
4 x 240
mm2
cables
DSF1
2
L1 : 4 x 240 mm cables
West Hall
Arrival
Platform
End of
Line
Power Rail
52F2
52FL2
Z
DSF2
APM
DEPOT
L3 : 4 x 240 mm 2 cables
East Hall
Arrival
Platform
APM
Depot
Power Rail
West Hall
Departure
Platform
East Hall
Substation
East Hall
Departure
Platform
58
29
PDS Design Equipment rating

Traction Supply System Equipment Capacity
Equipment ID
Installed
Rating
Equipment Type
Peak
Amperage
Capacity
in 15 sec.
(A)
Rated
Amperage
Capacity
(A)
TR1, TR2
11/0.6kV Traction Transformer 2,500 kVA 2,400
6,350
52S1, 52S2
600V ACB
2,500A
2,500
22,000
52F1, 52F2
600V ACB
2,500A
2,500
22,000
DSF1, DSF2
600V Isolator
2,500A
2,500
22,000
L5
600V Power Cables ( 7 nos. )
2,790A
2,788
46,000
L1, L3
600V Power Cables ( 4 nos. )
1,682A
1,682
27,720
Power Rail
600V Power Rail System
2,330A
2,330
30,290
Manufacturers
data
Equipment Short Circuit Rating = 50kA, 1 second

59
PDS Design of Equipment Rating

Verification on Equipment Continuous Capacity
Acceptance Criteria:
The Installed Amperage Capacity shall higher than the Maximum Continuous Train
Current (in RMS value).
Installed
Amperage
Capacity
(A)
Max. RMS
Continuous
Train Current
(A)
Capacity utilized
( %)
Fulfill
acceptance
criteria
TR1, TR2
2,400
520
22
Yes
52S1, 52S2
2,500
260
10
Yes
52F1, 52F2
2,500
260
10
Yes
DSF1, DSF2
2,500
260
10
Yes
L5
2,788
520
19
Yes
L1, L3
1,682
260
16
Yes
60 Power Rail
2,330
260
11
Yes
Equipment ID
30

Verification on Equipment Peak Amperage Capacity
Acceptance Criteria:
The Installed Amperage Capacity shall higher than the Maximum Peak Train
Current.
Installed
Peak Amperage
Capacity
(A)
Peak
Train Current
(A)
Capacity utilized
( %)
Fulfill
acceptance
criteria
TR1, TR2
6350
2680
42
Yes
52S1, 52S2
22000
1340
Yes
52F1, 52F2
22000
1340
Yes
DSF1, DSF2
22000
1340
Yes
L5
46000
2680
Yes
L1, L3
27720
1340
Yes
61 Power Rail
30290
1340
Yes
Equipment ID
PDS Design Voltage Drop Assessment

Given Data
-
240mm2 3/C traction power cable Impedance: 0.175+j0.125 ohm/km
Power Rail Impedance: 0.05+j0.086 ohm/km
Distance between TR01 to 52S1 = 50m
Distance between DSF1 to Arrival Line Power Rail = 25m
Distance between DSF2 to Departure Power Rail = 13m
Distance between East Hall Substation and West Hall = 770m
Peak Starting Current at full load scenario
TR01
West
Hall
IA = 1340A, IB = 1340A, IC = 2680A
Power Rail
IA
52S1
Arrival
Line
52F1
52F2
DSF1
DSF2
L1
IA
L3
IB
L2
Power Rail
IB
IC
L5
Departure Line
L4
62
31

Transformer Circuit Impedance
Z L5 =
0.175 + j0.125
0.05 = 0.00125 + j0.0009 ohm
7
TR01
7 x 240 mm 3/C
Cables in parallel
2
L5
52S1
52F1
Item
Impedance of
Unit
Length (km) Impedance
(ohm/km)
Total Impedance (ohm)
ZL5
Cables
(TR01 to 52S1
L5 = 0.05
0.00125+j0.0009
0.175+j0.125
52F2
0.0015435.5O
(7 cables in parallel)
Impedance of cables = (Length x Unit Impedance) / no. of parallel cables
63

Arrival Line Impedance
Z L1 =
0.175 + j0.125
0.025 = 0.0011 + j0.0008 ohm
4
Z L2 = (0.05 + j0.086) 0.025 = 0.0385 + j0.0662 ohm
East Hall
DSF1
West
Hall
L1
Power
Rail
4 x 240 mm2 3/C

Cables in parallel
L2
Item
Impedance of
Unit
(ohm/km)
ZL1
Cables
(DSF1 to Power Rail)
L3 = 0.025
0.175+j0.125
0.0011+j0.0008
ZL2
Power Rail
(feeding train @ West
Hall)
L4 = 0.77
0.05+j0.086
0.0385+j0.0662
0.0013636O
0.0765860O
64
32

Departure Line Impedance
Z L3 =
0.175 + j0.125
0.013 = 0.00055 + j0.0004 ohm
4
Z L4 = (0.05 + j0.086) 0.025 = 0.0385 + j0.0662 ohm
East Hall
DSF2
West
Hall
L3
Power
Rail
4 x 240 mm2 3/C

Cables in parallel
L4
Item
Impedance of
Unit
(ohm/km)
ZL3
Cables
(DSF2 to Power Rail)
L3 = 0.013
0.175+j0.125
0.00055+j0.0004
ZL4
Power Rail
(feeding train @ West
Hall)
L4 = 0.77
0.05+j0.086
0.0385+j0.0662
0.0006836O
0.0765860O
65

Transformer Circuit - Voltage Drop Calculation
Formula
TR01
IC
L5
Voltage Drop @ Transformer Circuit = I C ? (Z L5 L5 )
52S1
52F1
52F2
Calculation
Power Factor : cos = 0.97 then = cos-1 0.97 = 14 O
Voltage drop at Transformer Circuit is
3 x 2680-14O x (0.00154 35.5O) = 7.13 21.5O
Voltage appear at Switchboard terminal =
600 - 7.13 21.5O = 593 -0.25 O 593 Volt
66
33

Arrival Line - Voltage Drop Calculation
East
Hall
DSF1
Formula
APM Train Terminal Volatge = V L -
3 Voltage Drop
Voltage Drop @ West End = I A ? (Z L1L1 + ZL2 L 2 )
West
Hall
IA
IA
Cables
IA
ZL1
IB
ZL3
Power Rail
Full
Load
ZL2
Calculation
Voltage drop at West End is
3 x 1340-14O x (0.00136 36O + 0.07658 36O ) = 180.63 46O
APM Train Terminal Voltage = 593 180.63 46O = 486 -15O
67

Departure Line Voltage Drop Calculation
East
Hall
DSF2
Formula
APM Train Terminal Volatge = V L -
3 Voltage Drop
Voltage Drop @ West End = I B ? (Z L3L3 + Z L4L 4 )
West
Hall
IB
IB
Cables
Power Rail
Full
Load
ZL4
Calculation
Voltage drop at West End is
3 x 1340-14O x (0.000686 36O + 0.07658 36O ) = 179.19 46O
APM Train Terminal Voltage = 593 179.1946O = 485 -15O
68
34

Voltage drop - Summary
TR01
Location
Voltage Drop
(V)
Terminal
Voltage
(V)
Transformer
600
Point A
7.1321.5 O
593.37-0.25 O
Point B
180.6346O
486-15O
Point C
179.1946O
485-15O
52S1
A
West
Hall
B
52F1
52F2
DSF1
DSF2
Arrival
Line
Power Rail
Departure Line
C
Power Rail
Minimum System Voltage > Minimum Train Operation Voltage

69

3 Phase Fault Level Calculation
TR01
Given Data
-
Transformer Impedance = 6.5%
Base MVA = 2.5MVA
Base Voltage = 600V 50Hz
52S1
F1
West
Hall
F2
52F1
52F2
DSF1
DSF2
Arrival
Line
Power Rail
Departure Line
F3
Power Rail
70
35

Per Unit Impedance Conversion
Item
Description
Sequence Impedance
Result
Source
(2.5 MVA / 350 MVA) x 100%
j0.714%
(2.5 MVA / 2.5 MVA) x 6.5%
j6.5%
240mm 2 Power Cables

(Tx-52S1)
{(0.175+j0.125)/7} x (50/1000) x 100%
0.125+j0.089
%

(52F1-Power Rail)
{(0.175+j0.125)/4} x (25/1000) x 100%
0.109+j0.078
%

(52F2-Power Rail)
{(0.175+j0.125)/4} x (13/1000) x 100%
0.057+j0.04%
Power Rail
(0.05+j0.086) x (770/1000) x 100%
SOURCE
TR01 B
C
52S1
F1
3.85+j6.62%
West
Hall
F2
52F1
52F2
DSF1
DSF2
Arrival
Line
Power Rail
F
Departure Line
F3
Power Rail
71

Fault Curr ent (kA) =
Base MVA
3 600 Total Fault Z at the Fault Po int 1000
SOURCE
Fault
Point
F1
Total Fault
Impedance
at Fault
Point
Resultant Impedance
A+B+C
0.125+j7.3030%
TR01 B
C
52S1
F1
F2
A+B+C+
D+F
4.0840+j14.0010%
52F1
F3
A+B+C+
E+F
4.0320+j13.963%
DSF1
West
Hall
F2
Arrival
Line
52F2
DSF2
D
E
Power Rail
F
72
Departure Line
F3
Power Rail
36

At point F1, Fault Current =
2. 5 10 6
= 32.9345kA
0 .125 + j 7 .3030
1000
3 600
100
SOURCE
2.5 10 6
= 16.5 kA
4 .084 + j14.0010
1000
3 600
100
2 .5 10 6
= 16.55 kA
4 .032 + j13.963
1000
3 600
100
Maximum System Fault Level 33kA <<

Equipment Fault Level of 50kA
West
Hall
F2
TR01 B
C
52S1
F1
52F1
52F2
DSF1
DSF2
Arrival
Line
D
E
Power Rail
F
73
Departure Line
F3
Power Rail
Cable Temperature Rise Calculation

Purpose:
To establish the maximum conductor temperature resulting from the cyclic peak
load current hence to confirm that the cable is within the acceptable
temperature limit of 90 degree C.
Assumption:
1. Heat loss is neglected from the conductor during peak overload d uration.
2. The specific heat of the conductor is constant.
3. The temperature coefficient of resistivity of the conductor is constant.
4. The momentary peak current is constant.
5. The conductor temperature return to a steady state immediately p rior to the
peak current.
6. To simplify the assessment, the assumption is made on the safe side and
will give a pessimistic result.
74
37

Formula:
Since no heat energy is lost during the process, it is assumed:
Electrical heat generated = heat gained by the conductor
This can be expressed thus:( t 2 t1 )
I 2 R1
0 J (1 + 1 ) dt =
where:J
=
I
=
R1 =
1 =
75
t2
W
S
P
=
=
=
=
=
W S d
0
Joules constant ( 4.18 Joules/calorie )

Momentary Peak Load current ( A )
Resistance at temperature t1 ( ohm / cm )
Temperature coefficient of resistance of the conductor referred to
a temperature t1 ( OC-1 )
Maximum conductor temperature ( OC )
conductor temperature rise ( OC )
mass of the conductor ( g / cm )
specific heat of the conductor ( calories / g / OC )
duration of momentary Peak Load ( seconds )

By re-arranging the formula:
P
I 2 R1
dP =
W S J 0
( t 2 t1 )
d
1 + 1
then
1 I 2 R1 P
W S J
ln [ 1 + 1 (t 2 - t1 ) ]
Temperature Rise T, i.e. (t2-t1)
T =
76
I 2 R1 P
W SJ
- 1
38

Calculations:
N.B. 1: All cable parameter shall be referred to Chapter 13 of
Electrical Engineers Reference Book (14th edition) by M G Say and M A
Laughton.
N.B. 2: The cable is operating at ambient temperature of 30 OC initially.
Mass of a single 240mm2 conductor ( W )
Density of copper
=
8890 kg / m3
Area of conductor core
240 mm2 = 0.24x103 m2
Mass of a conductor ( W )
=
=
8890 x 0.24 x 103 kg / m

21.336 g / cm
77

Temperature coefficient of resistance of the conductor at 30OC ( 1 )
1 = 0.0039 OC 1
Resistance of the conductor ( R1 )
Resistance of the conductor at 20 OC
Resistance of the conductor at 30 OC
0.0754 ohm/km
=
=
0.0754 [ 1 + 0.0039 x 10 ]
0.0783x10-5 (ohm/cm)
Specific Heat of the conductor ( S )
S = 0.385 (calories / g / OC )
Joules Constant ( J )
J = 4.18 Joules/calories
78
39

Temperature Rise Calculation:
T =
1 I 2 R1 P
W S J
- 1
Item
Cable size (mm 2)
No. of cables installed
Momentary Peak Current (A)
Duration of peak current (seconds) - P
Peak Current per cable (A)
Initial cable temperature ( OC )
Calculated Temperature Rise T ( OC )
Section
Section
L1 & L3
L5
240
240
1340
2680
15
15
335
(= 1340 4)
383
(= 2680 7)
30
30
0.04
0.05
79
Harmonic Problems in AC Traction System

Impact of Harmonics
Overheating of conductors and electrical equipment
Mechanical oscillation of electric machine
Telecommunication interference
Inaccurate meter reading
Disturbances to sensitive electronic equipments
Nuisance operation of protection equipments
Solution
Harmonic Filter
80
40
PDS - Harmonic Problem and Solution

Elimination Method
By Power Factor Correction Equipment Harmonic Filter
600V Busbar
Capacitor
Bank
5th FL
7th FL
11th FL
81
Harmonic Filter Calculation

System Current Characteristics
Always contain 5th, 7th, 11th , 13th & 17th harmonics due
to power electronics traction control
82
41
Harmonic Filter Capacity Calculation

Target : System Power Factor shall maintain at 0.9 lagging
Given data
Maximum Train Current IMAX = 1383.1A
RMS of Train Current IRMS = 618.5A
Total active power consumption
of trains = 240kW
83
Example Harmonic Filter Value Calculation

1. Calculate capacity of power factor improvement equipment value
System Active power = 240kW
System Apparent power without LC filter and capacitor bank
= 3 ? IRMS x V
= 3 x 618.5 x 600
= 642.8 kVA
System power factor without LC filter and capacitor bank
= 240 642.8
= 0.37
84
42

Required capacity of harmonic filter for p.f. improvement
1
Q" = P cos ?1
-1 (cos
?1 )2
Q"
Q =
KO
1
-1
(cos? 2 ) 2
Here
P = Apparent Power = 642.8 kVA
cos ?1 = power factor without capacitor bank = 0.37
cos ?2 = Target system power factor = 0.9
KO = Utilization factor = 0.65
85

Harmonic Filter capacity Q :
1
Q " = 642.8 0.37
-1 2
0.37
= 482 kVAr
1
- 1
2
0.9
Q"
Q =
KO
=
482
0.65
750 kVAr
86
43

2. Calculate capacity of tuned filter capacity
The LC filter shall compensate the current of each harmonic order based on the
system maximum current.
Harmonic current Ia at each harmonic order
= IMAX x K1
The value of K 1 (in %) of individual harmonic order ampere is in accordance with the
reference data of Uk Electrotechnical Committee.
Required LC filter capacity at each order of harmonic

= (3 ? I a x V) / K 2
The value of K 2 is utilization factor of individual harmonic order
87

LC value of 5th harmonic
K1 = 18.5%, K 2 = 1.2,
Ia 5th = 1383.1 x 18.5% = 256A
Required LC filter capacity
= (3 ? 256 x 600) / 1.2
= 221.7 kVAr
250 kVAr
LC value for 7th harmonic

K1 = 12%, K 2 = 1.0,
Ia 7th = 1383.1 x 12% = 166A
= (3 ? 166 x 600) / 1.0
= 172.5 kVAr
200 kVAr
88
44

LC value of 11th harmonic
K1 = 6%, K 2 = 0.8,
Ia 11th = 1383.1 x 6% = 83A
= (3 ? 83 x 600) / 0.8
= 107.8 kVAr
150 kVAr
LC value of tuned filter

5th harmonic filter = 250kVAr
Capacity of capacitor bank

= 750 250 200 150
= 150 kVar
89

Calculated
Capacity
Harmonic
Filter
5th
250 kVAr
7th
200 kVAr
11th
150 kVAr
Capacitor bank
150 kVAr
Total
750 kVAr
90
45
END
91
46

AC Traction Power Supply System

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AC Traction Power Supply System

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2005 EE533

Week 10 APM System

Automated People Mover HK International Airport

Automated People Mover System - Route Map

APM Train System - Technical Data

Running Line (East Hall to West Hall) : 700 meters

The first driverless electrification transportation

APM Traction Power Distribution System

System Voltage: 600V, 3-Phase AC, 50Hz

Installation Capacity: 2500kVA (up to 3000KVA)

APM trains current collection method :

3rd Power Rail System

PDS Simplified Single Line Diagram

PDS Major Equipment Data

Cast Resin Epoxy

Rated primary voltage :

Rated secondary voltage :

600 V AC, 3-phase

Power frequency / Impulse withstand voltage :

OFF load tap changer :

+/- 5% step 2.5%

Transformer core inside

No Voltage tap changer

Air duct between core

Copper Winding are embedded

East Hall S/S Layout

East Hall Substation

PDS Equipment 600V Switchboard

Rated busbar current :

Rated CB current (incomer) :

Rated CB current (line feeder) :

Fault current withstand :

PDS Equipment 600V Switchboard

Incomer - Transformer No. 1

Incomer - Transformer No. 2

Line Feeder Arrival

Line Feeder Departure

Harmonic Filter Feeder No.1

Harmonic Filter Feeder No.2

600V switchboard Single line diagram

PDS Equipment Photos 600V switchboard

PDS Equipment Photos 600V Switchboard

PDS Equipment Photos ACB Panel

PDS Equipment Power Rail System

PDS Equipment Photos Power Rail

PDS Equipment Photos Power Rail

PDS Equipment Photos Power Rail

Infeed Power Cables

PDS Equipment Stinger System

Overhead Conductor Rail System

600V AC, 3 Phase

No. of Conductor Rail

PDS Equipment Stinger System

Conductor Bars inside

Cable & Plug

Cable & Plug

Cable & Plug

Cable & Plug

APM Train System - Consist layout and data

Basic module 1 x two cars consist

Vehicle dimension (mm):

9850 long x 2700 wide x 3510 high per car

11.8 tons / two car consist