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Performance Analysis of DC Primary Power Protection in Railway Cars using EMTP-RVEvent: EMTP-RV User Group meetingLocation: New OrleansPresenter: Maxime BergerTitle: Jr. Eng., M.A.Sc. candidateDate: Friday July 10th, 2015
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Performance Analysis of DC Primary Power Protection in Railway Cars using EMTP-RV
Maxime Berger - Jr. Engineer, Bombardier TransportationCarl Lavertu – Senior Expert, Bombardier TransportationIlhan Kocar - Professor, École Polytechnique de MontréalJean Mahseredjian - Professor, École Polytechnique de Montréal
Further details will be provided in the following reference:M. Berger, C. Lavertu, I. Kocar, J. Mahseredjian, « Performance Analysis of DC Primary Power Protection in Railway Cars using a Transient Analysis Tool », Vehicle Power and Propulsion Conference (VPPC), 2015 IEEE, Oct. 2015 [Digest Accepted]
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Agenda
Introduction
Why using a transient simulation tool?
Building the model
Case Study
Conclusion
1
2
3
4
5
3
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ContextIntroduction
4
Rails
FEEDER
+
+
-
-
Running rails (-)
SUBSTATION
Positive rails (+)
ELECTRIC UTILITY
SUBSTATION TRANSIT PROPERTY
DC TRACTION POWER SYSTEM
SUBSTATION A SUBSTATION B SUBSTATION CRAIL GAP
HSCB AUX. Fuse
Propulsion system
Auxiliary system
Collector shoe fuses
Collector shoes
o Primary DC Voltage: 600 V, 750 V, 1 kV, 1.5 kV
o Average Rated Power: 2 MW - 5 MW (some even bigger)
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Short-Circuit Protection Studies in Railway CarsIntroduction
5
General Objectives: • Equipment and cables protection• Limit high thermal and magnetic energy (typically
undercar)
Specific Objectives: • Determine available fault level• Define Ratings and Settings of the protective devices• Evaluate fault duration• Assess selectivity of protective devices• Determine protection performance under different
scenarios
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Progress
Introduction
Why using a transient simulation tool?
Building the model
Case Study
Conclusion
1
2
3
4
5
6
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Why using a transient analysis tool ?
7
A transient analysis tool is used since:
- Traditional AC RMS Time-Current Curves (TCCs) are of a limited use in DC.
- AC Let-Through Curves are also of limited use and may not be always available in DC.
We will see why…
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Why using a transient analysis tool ?
8
Short-circuit current waveform depends on the substation rectifiers transient response: It is neither AC nor DC [8].
Short Circuit Current Waveform
0 0.05 0.1 0.15-50
0
50
Time (s)
Cur
rent
(kA
)
isc1-2isc2-3isc3-4isc4-5isc5-6isc6-7isc7-8isc8-9isc9-10isc10-11isc11-12isc12-1Peak FunctionAnalyticalSimulation
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Why using a transient analysis tool ?
9
Fault level depends on the location of the train throughout the DC traction system due to the track parameters – (Close, Max. Energy, Remote)
Fault Level
0 50 100 1500
5
10
15
20
25
30
35
40
Time (ms)
Faul
t Cur
rent
(kA
)
Output of the substation100 m from the substation1000 m from the substation
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Why using a transient analysis tool ?
10
Current-Limiting Fuses (CLF) and High Speed Circuit Breaker (HSCB) : Different detection mechanisms:
o HSCB: Magnetico CLF: Thermal
Sophisticated arcing mechanism.
MOST IMPORTANT: Likely to break transientcurrent.
Downstream HSCB energy limitation have an impact on the energy seen by the upstream fuses.
Current-Limiting Fuses vs High Speed Circuit Breaker
HSCB AUX. Fuse
Propulsion system
Auxiliary system
Collector shoe fuses
Collector shoes
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Why using a transient analysis tool ?
11
Effect of the fault circuit L/R ratio on fuse Time-Current Curve (TCC)
CLF vs HSCB – Detection mechanism
Ref. [12]
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HSCB AUX. Fuse
Propulsion system
Auxiliary system
Collector shoe fuses
Collector shoes
Why using a transient analysis tool ?
12
0 5 10 15 20 25 30 35 40 45 500
2000
4000
6000
8000
10000
12000
Faul
t Cur
rent
(A)
0 10 20 30 40 500
0.1
0.2
0.3
0.4
Time (ms)
Fuse
Pre
-arc
ing
Ener
gy T
rm
CLF vs HSCB – HSCB Energy Limitation Impact on the CLFs
Case with the HSCB breaking the fault current (with Id= 2000A):
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Progress
Introduction
Why using a transient simulation tool?
Building the model
Case Study
Conclusion
1
2
3
4
5
13
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Building the model
14
DC Traction System Model
SUBSTATION A
SUBSTATION B
METRO CAR
FEEDER A TRACK A
FEEDER B TRACK B
RAIL GAP
+-1|1E15|0
+ +
+-1|1E15|0
++-1|1E15|0
+-1|1E15|0
1 2
+30
1 2
+
DC_P
DC_N
1 2
+30
1 2
+
DC_P
DC_N
+
CS1
CS2
CS3
CS4
RET
UR
N
+-1
|1E1
5|0
+-1
|1E1
5|0
+-1
|1E1
5|0
+-1
|1E1
5|0
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BRIDGE 1
BRIDGE 2INTERPHASEREACTOR
VM+Vab2A
VM+Vbc2A
VM+Vca2A
VM+Vab1A
VM+Vbc1A
VM+Vca1A
DEV
1AD
EV2A
DEV
3AD
EV4A
DEV
5AD
EV6A
DEV
7AD
EV8A
DEV
9AD
EV10
A
DEV
11A
DEV
12A
+LP
A
+LN
A
1 2XFO_DD_A
24.94/0.601
1 2
+30
XFO_DY_A
24.94/0.601
+
24.94kVRMSLL /_0
HQA
DC_P
DC_N
+10
?vR
AUX
c
b
a
a
c
b
BUS_HQ_A
15
Substation Model
1 2
+30
1 2
+
DC_P
DC_N
Building the model
Mainly based on « Société de Transport de Montréal (STM) » 2.5 MW, 750 Vdc, 12-pulse parallel rectifier data [11].
nonlinear diode model
+
0di
ode
p1p2
+
Rleak
+ RLCSnub
+Rfus
VM+?v
Vdiode
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HSCB AUX. Fuse
Propulsion system
Auxiliary system
Collector shoe fuses
Collector shoes
16
Car ModelBuilding the model
PROPULSION 1
FAULT
PROPULSION 2
HSCB
FUSE 1 FUSE 2 FUSE 3 FUSE 4
TCC TCC TCC TCC
HSCB Trip Coil
CS1
CS2
CS3
CS4
tfault
ttrip
VPVN
tfaul
t
ttrip
RET
UR
Ni(t
)I_
HSC
B
c1
C5
Imes Trip
i(t)
p1
Imes
TripI(A
)
t(s)
CLF
1_TM
c1
C1
c1
C2
c1
C3
c1
C4
Imes
TripI(A
)
t(s)
CLF
2_TM
i(t)
p2
i(t)
p3
Imes
TripI(A
)
t(s)
CLF
3_TM
Imes
TripI(A
)
t(s)
CLF
4_TM
i(t)
p4
scopeI_HSCB
scope
I_CSF1
scope
I_CSF2
scope
I_CSF3
scope
I_CSF4
++ +
RL8
+R
L9
+R
L10
VIN_P
VIN_N
MFAULT
VIN_P
VIN_N
M
+R
L2
+R
L3
+R
L4
+R
L11
+R
L15
tfault
ttrip
VPVN
CLF
_arc
ing_
rev1
CLF
1
tfault
ttrip
VPVN
CLF
_arc
ing_
rev1
CLF
2
tfault
ttrip
VPVN
CLF
_arc
ing_
rev1
CLF
3
tfault
ttrip
VPVN
CLF
_arc
ing_
rev1
CLF
4
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17
Current-Limiting Fuse (CLF)
Fuse Time-Current Curve (TCC) Model (Melting Time):
1/ ( )m mTr t t dt Fuse melting energyreached when Trm=1
Imes Trip
I(A)
t(s)
Building the model
I
tm
I1 I2 I3 I4 I5
t1
t2
t3
t4
t5
RMS calculation TCC curve
scopeI_RMS
c
C2
0
Ftb1
Compare21
cmp2
Imes
Trip
I(A)
tm(s)
Imes T_melt
TCC
u y
Res
et
RMS
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Building the model
18
0 2 4 6 8 10 12 14 16 18 200
100
200
300
400
500
600
700
Time (s)
Cur
rent
(A)
Instantaneous currentRMS current
What is the RMS current in transient DC? [3]Current-Limiting Fuse (CLF)
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19
Current-Limiting Fuse (CLF)
t
R
R0
R1
R2
T1 T2 Tm
Fuse arcing model (Piecewise linear increasing resistance):
tfault
ttrip
VPVN
Building the model
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20
High Speed Circuit Breaker (HSCB)
HSCB Detection and Opening:
tfault
ttrip
VPVN
tfaul
t
ttrip
Building the model
ti te ta
Ua
E
Ui
Id
Ip
tp
td tm
tf
ia
if
Iss
I
U t
t
ua
β
Imes Trip
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21
High Speed Circuit Breaker (HSCB)
HSCB Detection (trip coil):
Delay#Tm#
Tm
Compare21
c#Id#
C1 S-R flip-flopideal
SR
QnotQ
ff1
?sttrip
ImesTrip
050100150
010
2030
0
50
100
150
200
250
Time-Constant (ms)Steady-State Current (kA)
Det
ectio
n Ti
me
(ms)
Imes Trip
Building the model
Ref. [13]
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Progress
Introduction
Why using a transient simulation tool?
Building the model
Case Study
Conclusion
1
2
3
4
5
22
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Case Study
23
Case #1 – Fault inside vs outside the propulsion system
• In both case, the HSCB clears the fault. • Extra damping of the filter inductors increases the fault clearing time.
3 3.005 3.01 3.015 3.02 3.025 3.03 3.035 3.040
2
4
6
8
10
12
Time (s)
Cur
rent
(kA
)
Fault outside the propulsion systemFault inside the propulsion system
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Case Study
24
Case #2 – Fault current and HSCB operating time (different location)
• In all cases, the HSCB clears the fault. • Track inductance increases the fault clearing time.
3 3.01 3.02 3.03 3.04 3.05 3.06 3.07 3.08 3.09 3.10
5
10
15
20
25
30
35
Time (s)
Cur
rent
(kA
)
Substation A at 5000 mSubstation B out of service
Substation A at 3000mSubstation B at 3000m
Substation A at 1000mSubstation B at 500m
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Case Study
25
Case #3 – Different car configurations and operating conditions
• Black: Selectivity of a single fuse in series with the HSCB• Red, Green, Blue: (4), (2) or (1) fuse sharing the current
0 20 40 60 80 100 120 140 160 180 2000
5
10
15
20
25
30
Cur
rent
(kA
)
0 20 40 60 80 100 120 140 160 180 2000
0.2
0.4
0.6
0.8
1
Time (ms)
Fuse
pre
-arc
ing
Ene
rgy
Trm
(pu)
1 fuse, HSCB clears fault4 fuses, HSCB never open 2 fuses, HSCB never open1 fuse, HSCB never open
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Progress
Introduction
Why using a transient simulation tool?
Building the model
Case Study
Conclusion
1
2
3
4
5
26
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Conclusion
27
• By working closely with transit authority, fuse and HSCB manufacturers, the proposed tool could be used by railcar design engineers to study the performance of primary power protection.
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28
[1] IEEE Guide for Rail Transit Traction Power Systems Modeling," IEEE Std 1653.3-2012, January 18, 2013.[2] J.S. Morton, “Circuit Breaker and Protection Requirements for DC Switchgear Used in Rapid Transit Systems”
IEEE Transactions on, vol.IA-21, no.5, Sept.-Oct. 1985, pp.1268-1273.[3] C.H. Cline, "Fuse Protection of DC Systems", in Annual meeting of the American Power Conference, April
1995, pp. 1-6.[4] M.E. Valdes, C. Cline, S. Hansen, and T. Papallo, "Selectivity Analysis in Low-Voltage Power Distribution
Systems with Fuses and Circuit Breakers," in Industry Applications, IEEE Trans. on, Vol. 46, no. 2, March-April 2010, pp. 593-602.
[5] B. DiMarco, S.R. Hansen, “Interplay of energies in circuit breaker and fuse combinations,” Industry Applications, IEEE Transactions on, vol.29, no.3, May-June 1993, pp.557-561
[6] L. Kojovic, S. Hassler, "Application of current limiting fuses in distribution systems for improved power quality and protection," Power Delivery, IEEE Transactions on , vol.12, no.2, Apr 1997, pp.791-800.
[7] G.D. Gregory, “Applying low-voltage circuit breakers in direct current systems,” Industry Applications, IEEE Transactions on, vol.31, no.4, Jul.-Aug. 1995, pp.650-657.
[8] P. Pozzobon, "Transient and steady-state short-circuit currents in rectifiers for DC traction supply," in Vehicular Technology, IEEE Transactions on , Vol. 47, no. 4, November 1998, pp.1390-1404.
[9] D. Paul, “DC Traction Power System Grounding” Industry Appplications, IEEE Transactions on, vol.38, no.3, May-June 2002, pp.818-824.
[10] C.L. Pires, S.I. Nabeta, and J.R. Cardoso, "Second-order model for remote and close-up short-circuit faults currents on DC traction supply," Power Electronics, IET , Vol. 1, no. 3, September 2008, pp.348-355.
[11] P. Bertin, "Alimentation Traction du Métro de Montréal" M.S thesis, Dept. Elect. Eng., École Polytechnique de Montréal, Montréal, QC, Canada, 2004.
[12] D.R. Doan, "Arc Flash Calculations for Exposures to DC Systems" Industry Applications, IEEE Transactions on , vol.46, no.6, Nov.-Dec. 2010, pp.2299-2302.
[13] Sécheron, High-Speed DC circuit-breakers for Rolling Stock Type UR6, UR10 and UR15, 2012, pp. 1-12.
References
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Q&A?
29
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