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Using the ATP-EMTP simulation software to analyse and
understand problems on Spoornet electric locomotives.
by
Barend Adriaan de Ru
Submitted in partial fulfilment of the requirements for the
degree
Magister in Engineering
in the
Faculty of Engineering
at the
Rand Afrikaans University
Supervisor: Prof. M. Case
November 1997
Using the ATP-EMTP simulation software to
analyse and understand problems on
Spoornet electric locomotives.
Abstract
Spoornet currently has a fleet of more than 1500 electric locomotives in
service. The majority of electric locomotives are resistor controlled but there
are many chopper as well as thyristor controlled locomotives which all
incorporate direct current (dc) traction motors. In recent years Spoornet has
also bought locomotives employing alternating current (ac) traction motors.
Because locomotives are very expensive and the running costs are high it is
important that these locomotives must be available and reliable. Most of the
newer generation locomotives, which are the semiconductor controlled
locomotives, must be in service for at least another 20 years.
The availability and reliability are often influenced by delayed design
problems as well as problems arising due to changes in the total system
configuration. One way of solving these problems, or at least understanding
them, is by employing computer simulations.
The availability and reliability can also be improved by using new
technologies which were not originally employed on the locomotives. By
doing computer simulations the optimal solution can be obtained when
introducing new technologies on the locomotive.
A good example of this type of application within Spoornet is given in [6],
where simulation models for high technology locomotives were developed
which were suitable to be used in the assessment of electromagnetic
compatibility between modern power electronic locomotives and the railway
signaling system. However, these models are also suited to be used in other
applications. These models make use of the ATP-EMTP simulation program.
Contents
CHAPTER 1 6
BASIC DESIGN CONCEPTS OF AN ELECTRIC LOCOMOTIVE. 6
1 INTRODUCTION. 6
2 THE ELECTRICAL TRACTION SYSTEM. 7
2.1 Electrification. 7
2.2 The electric locomotive. 8
2.2.1 The traction motors. 10
2.2.2 Power Converters. 11
2.2.3 The control system. 12
3 DESIGN SPECIFICATIONS. 12
3.1 The Class 92 Tunnel Train. 13
3.1.1 Basic Specifications. 13
3.1.2 Designed Values. 13
3.2 The Class 9E locomotive. 14
3.2.1 Basic Specifications. 14
3.2.2 Basic Tractive Effort Calculations. 14
CHAPTER 2 17
USING THE ELECTROMAGNETIC TRANSIENT PROGRAM IN TRACTION
APPLICATIONS 17
1 BACKGROUND. 17
2 SIMULATION EXAMPLE. 17
3 DATA BASED MODULES 18
4 USING MODELS AND TACS 20
5 MODELING OF MOTORS 21
5.1 The primitive machine 21
5.2 Simulation of machines with the ATP-EMTP 22
6 USING THE ATP-EMTP TO SIMULATE ELECTRICAL CONVERTERS. 24
7 NUMERICAL OSCILLATIONS. 25
CHAPTER 3 26
SIMULATION COMPONENTS OF SPOORNET ELECTRIC LOCOMOTIVES. 26
1 INTRODUCTION. 26
2 DESCRIPTION OF A THYRISTOR CONTROLLED LOCOMOTIVE. 27
3 THYRISTOR CONTROLLED LOCOMOTIVE SIMULATION MODEL. 28
3.1. The Transformer. 28
3.1.1 The classical transformer model 28
3.1.2 A high frequency transformer model. 32
3.2 The Double Bridge Half Controlled Rectifier. 36
4 SIMULATION OF THE TRACTION MOTORS. 37
4.1 Traction motor models. 37
4.2 The mechanical system. 39
4.3 The Control System. 40
CHAPTER 4 42
PRACTICAL APPLICATION AND FUTURE WORK. 42
1 INTRODUCTION. 42
2 THYRISTOR CONTROLLED LOCOMOTIVE. 42
2.1 Typical results. 42
2.2 Power factor correction circuits. 45
3 MOTOR SIMULATION RESULTS. 45
4 HIGH FREQUENCY TRANSFORMER MODELING 48
5 OTHER PROPOSED MODELS 50
6 LEARNING TOOL 52
7 ELECTROMAGNETIC COMPATIBILITY 52
Chapter 1
Basic Design Concepts of an Electric Locomotive.
1 Introduction.
The first railway engine ever was built by Richard Trevithick in the beginning
of the 19th century. Less than fifty years later, in 1842, the first true electric
locomotive was built by Robert Davidson and employed on the Glasgow-
Edinburg line [1]. Since then railway engines have undergone many
developments, and in many respects played a leading role in industry. For the
first part of this century up to the early 1970's direct current (dc) traction
motors were the accepted norm because of their versatility having a wide
variety of volt ampere or speed-torque characteristics. These motors were
mainly controlled, using resistor-switching controls. From the mid 1960's
thyristor controls were introduced in electric locomotives. Semiconductor
devices were now being developed at an ever-increasing rate, and thyristors
were replaced by gate turn-on thyristors (GTO's). Computer technology also
developed at a rapid rate since the 1970's, which made it more and more
possible to design variable speed drive systems for alternating current
motors. These variable speed drive systems, also employing integrated gate
bipolar transistor (IGBT) technology, are now very common in the traction and
other industries, and have been for a few years.
These developments were also implemented in South Africa, with most of the
technology coming from Europe and Japan. The first type main line electric
locomotive to be employed in South Africa was the class lE locomotive. It
was introduced into traffic in 1924 [2]. From the 1950's up to the 1970's,
hundreds of 3kV resistor controlled dc trains were supplied to the South
African Transport Service (now called Spoornet). The first thyristor controlled
alternating (ac) locomotives were introduced in 1976 [3]. This was the class
7E locomotive. South Africa also bought several different classes of chopper
controlled locomotives. In the 1980's induction motors were used for the first
time in traction on the 38 class diesel-electric locomotives, and thereafter on
the class 14E locomotives.
Spoornet currently has a fleet of more than 1500 electric locomotives in
6
service. The majority of electric locomotives are resistor controlled but there
are many chopper as well as thyristor controlled locomotives which all
incorporate dc traction motors. There are also a few inverter controlled
locomotives incorporating induction motors.
This chapter gives a basic introduction on the design concepts of electric
locomotives. Different drive systems used in Spoornet are briefly discussed,
as well as traction motor mechanical system interaction and control system
strategy. Basic specifications on some locomotives used in other parts of the
world as well as South-Africa are also discussed.
2 The electrical traction system.
The basic electrical traction system consists of the electrification system,
which includes the supply, contact wire and rail as shown in figure 1, and the
locomotive.
Contact wire
Rail
Figure 1 Basic traction system
The ideal computer model would take into account the whole electric traction
system incorporating all the effects of all the trains on the line and different
switching operations. This will require enormous computing power, taking into
account the very short time periods (due to quick switching transients) and
also the very long time periods (such as accelerating a locomotive with a
loaded train, to a specific speed). Therefore it makes more sense to break
any simulation down into manageable parts.
An example of the simulations of a basic traction system is given in [8,9].
2.1 Electrification.
Throughout the world there are different standards of electrification. Most
countries have more than one system. Typical systems in use are 1.5kV dc,
3kV dc, 15kV 16 and 2/3 Hz ac and 25kV 50Hz ac. In Europe a high
percentage of railroads are electrified. A summary of the electrification is
given in table 1 [10,16].
7
3kV dc 1.5 kV dc T 15kV 16 2/3 Hz 25kV 50Hz
Belgium Netherlands Germany Portugal Bulgaria Italy South of Switzerland United Romania Spain France Austria Kingdom Croatia Poland Norway North of Servia Czechoslovakia Sweden France Finland Slovenia Hungary Part of Part of Russia Russia
Table 1 Electrification in Europe
In the United Kingdom a 3rd rail 750V dc system is also used. A typical
arrangement for a 25kV ac electrification system is shown in figure 2 [26].
88kV 3 Phase 50Hz
. •
r'
-
i __=.- Circuit Breaker
[1 -- ' '
r Line Break
25kV 50Hzie,/_ _/,_.:.,,,,-/'--/-•
Figure 2 Typical 25kV ac electrification system
In the America's a low percentage of railroads are electrified. In Southern
Africa only 3 countries have electrified railroads namely Zambia * , Zimbabwe
and South Africa. In South Africa almost 10 000 km of railroad are electrified
with 3kV dc, 25kV 50Hz ac or 50kV 50Hz ac systems [10].
2.2 The electric locomotive.
An electric locomotive is an electromechanical energy converter. Electrical
energy is converted to mechanical energy when the locomotive is powering.
Mechanical energy can also be converted to electrical energy when the
locomotive is moving and electrical brakes are applied.
This energy conversion is shown in figure 3. The electrical input power is
equal to Vijne x /me . The input power is converted to mechanical output power.
The output power is equal to Force x Speed. The Force could either be a
It is not known whether this line is in operation
8
Motor with Power Mechanica Suppl Load
Power Convertor
Driver Referance Demand Control
pulling force, TE (Tractive Effort), or a braking force, BE (Braking Effort).
TE
Vlines-) --> TE/BE Speed ---> Speed BE7
Speed
Powering
Braking
Figure 3 Electromagnetic Energy Conversion of a Locomotive
This figure also shows the Tractive Effort and Braking Effort curves. These
curves are typical basic design curves for a locomotive. The following basic
equations apply for powering and braking respectively (if it is assumed that all
the power is transferred back to the line).
'line x I line = TE x Speed + (Electrical Loss + Mechanical Loss)
Vline x I line = BE x Speed — (Electrical Loss + Mechanical Loss) (1)
The electrical system of an electric locomotive can be broken up into different
components. The main components are the following
Traction motors which do the electrical to mechanical energy
conversion
Power converters and power supply, supplying the traction motors
with the correct input power
Control system which control the power converters according to the
altered driver demand
A generalised block diagram of the implementation of these basic
components on Spoornet locomotives is shown in figure 4.
Figure 4 Generalised Block Diagram of Spoornet
Electric Locomotives.
9
Since the introduction of the first electric locomotive, all these components
have undergone a great deal of development, to keep up with modern trends
like speed, higher efficiency, heavier freight and so forth.
2.2.1 The traction motors.
The direct current (dc) motor has been the workhorse of traction for many
years. With the introduction of semiconductor technology and improvement in
microprocessor control, induction motors with variable speed drive systems
became the norm. Synchronous motors have also been used in traction, but
as with dc motors the maintenance cost, among other problems, is still high
compared to induction motors.
Before selecting a traction motor and power converter for a certain traction
application, load requirements must be available. These are for example the
maximum load to be hauled, the speed range and the maximum speed. In
traction applications these values are summarized in tractive effort and
braking effort curves, as shown in figure 3.
A motor and load system is shown in figure 5.
r6
II
Motor y El ) El • .1 (I ruL TL Jrn B,„ (01",,, '''is
PI ,( IVI Load JL BL
1
Figure 5 Motor with load
The motor and load are coupled using a gear mechanism with the torque's on
both sides of the gears related as (assuming that the efficiency of the gear is
100%)
= = Nc T, n,
(2)
where nn, and nL are the number of teeth on the motor and load side
respectively [17].
10
The electromagnetic torque, Tem , required from the motor can be calculated
knowing the required load acceleration, the coupling ratio Ak , the working
torque 7114/ , the inertia's of the motor, .4, and load, ../L and damping of the
motor, B„,, and load BL . The electromagnetic torque, Tem , is thus given as
N e2 J, ) Ch0 B„, + Nc2 B L Tin N =
dt- +
N co L + Nc T", (3)
where (.0 L is the angular speed of the load.
2.2.2 Power Converters.
It is now more than 30 years since the introduction of thyristor or silicon
controlled rectifiers. Since then many spectacular advances in power
semiconductor devices, integrated electronics and microprocessors have
dramatically reduced the cost and size of power electronic converters. The
modern trend of those designing power converters, is to build power
converter modules, which are suitable for a range of applications.
The majority of Spoornet locomotives are still resistor controlled. Figure 6
show the different types of power converters used on all the other class
electric locomotives.
I
(a) (b)
(c)
(d)
Figure 6 Locomotive power converters on the (a) Class 8E and
10E, (b) Class 7E, 9E and 11E (c) Class 14E supplied by 3kV dc (d)
Class 14E supplied by 25kV ac.
The power converters are designed to work at the rated motor currents and
also at peak current values, which produce the peak, torque values of the
motor needed when loads must be accelerated.
11
Speed Speed
TE
Torso. I 1.',7:"` I High
(a)
\4.L.
Speed
Stator Current
Stator Voltage
2.2.3 The control system.
A typical tractive effort speed curve is shown in figure 7(a). This curve can be
broken up into different regions. These are the constant torque, the constant
power and the high-speed region. The control system must be so designed
that the tractive effort speed requirements are met.
(b) (C)
Figure 7 (a) Typical Torque-Speed curve and control variables for a (b)
separately excited dc motor and (c) Induction motor. [19]
Figure 7(b) and (c) show how the control variables change in each region
[19]. This is shown for a separately excited dc motor and induction motor
respectively.
3 Design Specifications.
When a locomotive is to be bought, there will be basic specifications drawn
up by the client. The locomotive designer will then design the locomotive to
conform to the basic specifications. This will be done by using the current
technology of power converters, motors, control systems and other
components available to the designer.
Due to the complexity of the total railway system the engineer involved in the
reliable operation of the locomotive is often faced with difficult problems
arising from bad designs, changes in system configuration, etc. It thus often
becomes necessary to maintain the reliability of the locomotive by re-
designing particular systems or components of a locomotive. Using computer
simulations is a handy tool in assisting in this task.
12
It is important to understand the basic design principles of a locomotive
before simulations can be used to analyse the locomotive and possibly do a
re-design to maintain or improve the reliability of the locomotive.
In the next paragraphs the Class 92 Tunnel train and the Class 9E locomotive
are examined in terms of the basic specifications.
3.1 The Class 92 Tunnel Train.
3.1.1 Basic Specifications.
This locomotive was designed for freight haulage and for overnight passenger
service through the Channel Tunnel [4]. This locomotive had to be designed
to operate on a 25kV/50Hz and 750V dc supply system. The trainload to be
hauled was 1600 ton both systems. A maximum speed of 140km/h was
specified. Further requirements were for example, that in case of an
emergency in the Channel Tunnel, trains of various loads of up to 2200 ton,
had to be capable of moving form any position in the tunnel to the exit at a
speed of 30km/h. It was also designed to cope with tunnel pressure, high-
humidity and high temperature conditions.
3.1.2 Designed Values.
The maximum tractive effort in normal operation is limited to 360kN,
representing the drawbar load limitations of international freight rolling stock.
However for certain emergency conditions a "boost" function is provided. It
enables, on demand of the driver, to release a maximum tractive effort of
400kN. If one bogie is out of service due to a failure the maximum tractive
effort of 200kN will be released for the remaining bogie. In this way a train of
1300 ton can be restarted within the tunnel. The tractive effort-speed curve
and the components to obtain this curve are shown in figure 8 for the class 92
locomotive.
Moro Control
1140kW Induction motors
_(,11:11:111 0 -01:113
c000 000-\13
RedMer Chopper Inverter
Figure 8 Basic specification and building blocks for the class 92
locomotive
13
The Class 92 locomotive has six 840kW three-phase asynchronous motors
with a Co'Co' wheel arrangement. This provides an overall traction power at
the wheels of 5MW when operating from 25kV ac. When operating from the
third rail 750 V dc supply system it has a power output of 4MW. Each of the
two bogies has a separate power converter, with the only common element
the transformer. The transformer feeds two four-quadrant GTO thyristor
controllers (1 bogie), feeding inverters trough a high voltage dc link. The
motors of one bogie are connected in parallel to their own inverters.
3.2 The Class 9E locomotive.
3.2.1 Basic Specifications.
Before the line between Sishen and Saldanha was electrified trains of 202
wagons, with a gross load of 20200 ton, were hauled over the distance of 861
km by five diesel-electric locomotives [5]. It was then decided to electrify the
line with a 50kV 50Hz ac system. (This required 6 substations as opposed to
21 for a 25 kV 50Hz system)
It was then specified that the same gross load of 20200 ton must be hauled
over the distance of 861 km by electric locomotives. These locomotives had
to be able to pull a fully loaded train up a maximum adverse gradient of 1 in
250 at a minimum speed of 34.5 km/h (called the balancing speed).
Furthermore the train had to be started on the maximum gradient and had to
be able to accelerate to the specified speed within a certain time. Downhill a
gradient of 1 in 100 had to be negotiated with the speed of the train held
constant.
3.2.2 Basic Tractive Effort Calculations.
With these specifications in mind it is now possible to estimate what the
tractive effort at balancing speed, TEb , would have to be, if the train is going
up maximum adverse gradient with maximum load. Because there will be no
acceleration the tractive effort force at balance speed, TEb , will equal the
tractive resistance force, TR, holding the train back. Let us assume that the
tractive resistance force comprises only of the force as a result of the
gravitation and the rolling resistance force.
14
Therefore
TEb = TR = (M + m)(g)(G)+ + m) (4)
where R„, = Rolling Resistance = 12N/ton
(12N/ton is a typical value for this application)
M = Gross Load = 20200 ton
m = Mass of the Locomotives
g = Gravitational Force = 9.8m/s 2
G = Gradient
The total mass of the locomotives is much lower than the total mass of the
load (M >> m). Thus for maximum gradient of 1 in 250 and maximum load the
continuous tractive effort that would be necessary is
TE b = ( M)(g)(G) + (M)R,„,
=[(20200 x 101(9.8)( 250
1 )1+ [(20200 x 101(-12103
)1 ( 5)
= 1MN
This means that the continuos power output, Pout , of the train must at least
be
P„„, = TE b x Speed
=1MN x34.5km1 h
(6)
= 10 MW
This power output is achieved by using 3 locomotives. Each will then have a
power output of 3,3MW. The 9E locomotive has a designed power output of
3,7MW. From these calculations the continuos rating of the traction motors
(as well as the number of traction motors used) can be calculated together
with the selection/design of a power converter.
An important specification is that the train must be able to accelerate to base
speed at maximum gradient and maximum load. This implies that the motor
must supply a high torque, above the continuous rating. Because of the
thermal characteristic of the motor this could only be for a short period of
time. This time is dependent on the traction motors being used. Separately
15
exited dc motors were selected for the class 9E locomotives.
Lets say that the train must accelerate from 0 to 34.5 km/h within 5 minutes.
Thus, if it is assumed that the speed changes linearly the acceleration, a, can
be calculated.
a = Ballance Speed m I s
time 34.5km I h
300s (7)
= 0.032m / s2
The stall tractive effort, TES , which is the tractive effort needed to accelerate
the locomotive, can now be calculated.
TE, = Ma + TEb
= (20200 x 103 )(0.032)+1035
(8 )
= 1680kN
Thus if 3 locomotives are used each will have a stall tractive effort, TES , of
560kN. By doing these and other calculations the components needed to
meet the basic requirements can be obtained.
16
Chapter 2
Using the Electromagnetic Transient Program in traction applications
1 Background.
The ATP-EMTP (Alternative Electromagnetic Transient Program) is a royalty-
free software package. As the name implies it is used to simulate transients in
electric power systems [11]. It offers models for coupled and non-coupled
linear, lumped resistive, inductive and capacitive elements as well as non-
linear resistive and inductive elements. Furthermore models by which
transmission lines can be simulated are also supported. These models
include multiphase as well as single phase pi-equivalent circuits and
distributed-parameter models. Support programs also enable the modelling of
frequency-dependent parameters. Different types of voltage and current
sources are also included, as well as ideal and saturable transformer models.
Different types of dc, synchronous as well as non-synchronous machines are
supported by the ATP-EMTP. These machines can be controlled by means of
controlling the power converters connected to them. These power converters
can be built by using the switch models, which include diodes, thyristors and
controlled switches. The control can be obtained by using either MODELS or
TACS (Transient Analysis of Control Systems). TACS consists of transfer
function blocks expressed in terms of s-polynomial ratios and thus, allows the
Laplace description of a control system to be used almost directly. MODELS
excepts component or control system description in terms of procedures,
functions and algorithms [14], similar to a high level language.
The ATP-EMTP is thus suited for the simulation of electric traction problems
in steady-state as well as transient conditions.
2 Simulation Example.
In the following paragraphs a simulation example is given to explain the
different aspects that must be taken into consideration when modelling a
complex system like a locomotive. Models representing power converters on
the class 14E and class 38 Spoornet locomotives have been developed [6].
17
Rsnub Csnub
SUPPLYPOSIN
nub La ,Ra
snub I
ARMOUT NEG _ J
The 14E chopper controller module is used as an example and controls a
separately excited dc motor. There are a number of locomotives used by
Spoornet employing chopper controllers. Therefore this example is
appropriate. A circuit diagram is shown in figure 1.
Figure 1 14E Chopper
The different modules are connected by using low-value resistors. In figure 2
the armature current of the separately excited chopper controlled dc motor is
given.
Figure 2 Armature current of separately exited dc motor
The complete data file for this simulation is given in appendix C.
3 Data based modules
ATP-EMTP allows the user to modularise a simulation [11]. This option is
called data base modules. This enables the user to see a component as a
black box with certain inputs and outputs. Using this option makes it possible
for the user to build complex systems.
The 14E chopper can be seen as such a black box. It has the following input
18
and output nodes: POSIN, POS and NEG. It also has two control signal input
nodes which are used to control the GTO as well as the diode and are called
GTOGTT and DIOGTO respectively. The diode must be controlled to avoid
the diode and thyristor being switched on at the same time. This is explained
in detail in [6]. The snubber resistor, R„, b, and snubber capacitor, Cs„b, must
also be supplied to the module, as well as the value of the input capacitor Cf.
The data base module for the 14E chopper controller is now given.
BEGIN NEW DATA CASE NOSORT --- DATA BASE MODULE $ERASE ARG POSIN_, POS , NEG , DIOCUR, GTOCUR, GTOGTT, DIOGTO ARG RESIST, CAPAC1, CAPAC2 NUM RESIST, CAPAC1, CAPAC2 DUM /BRANCH C **** Chopper Circuit (Input Caps) ******** C <NDE1><NDE2><NDE3><NDE4>< R >< L >< C >
POSIN_NEG 0.05 CAPAC1 C ************* Snubbers ************** *****
DIOCURPOS RESIST CAPAC2 GTOCURPOS RESIST CAPAC2 POSIN_GTOCUR 1.0E-6 NEG DIOCUR 1.0E-6
C /SWITCH C ******** Chopper circuit Switches ******** C <NDE1><NDE2><---VIG--›<--IHOLD-><-IDEION-> <CLSD><SM><GRID><CL/O> 13DIOCURPOS CLOSED DIOGTO 13GTOCURPOS GTOGTT C 11POS POSIN_ 0.6 10.E-3 C BEGIN NEW DATA CASE C *****************************************************************************
C Single Phase Chopper C ** ***** **********************************************************************
C This module represents a single phase chopper circuit including snubbers. C The value of the snubbers may be changed. Firing signal must be supplied $PUNCH BLANK card ending session
The input and output nodes must be declared. This is done in the argument
declaration. Furthermore, the variables referring to numerical values must
also be declared by using the argument declaration and by using the number
declaration. The internal nodes of the module are entered into the dummy
argument declaration.
This module can be used in the ATP-EMTP by using the $INCLUDE
statement. This is done as follows.
19
MODELS MODEL A
MODEL AI Components
USE MODEL AI
WMELB
MODEL C
RECORD
USE MODEL A
USE MODEL B
USE MODEL C
MODEL Al
ATP -EMTP
EMTP PriMoUX Plotting
File
C ************* Include chopper module *************** $INCLUDE, 14ECHOP, POS_IN, POS_OT, NEG_IO, DIOAND, GTOAND, GTOCRL, DIOCRL, $$ C 330.0, 2880.0, 1.0
Now node POS_IN in the ATP-EMTP data file will be node POSIN_ of the
module. POS_OT will be POS, the value of the snubber resistor will be set
equal to 3300, and so on.
4 Using MODELS and TACS
As was mentioned previously TACS consists of transfer function blocks
expressed in terms of s-polynomial ratios and thus allows the Laplace
description of a control system to be used almost directly. MODELS excepts
component or control system description in terms of procedure functions and
algorithms. Both TAGS and MODELS can also be used together. In this case
TACS must be placed before MODELS in the main data case.
The basic structure of MODELS is shown in figure 3.
Input/Output Interface
Figure 3 Basic MODELS structure
Different models, which are all independent components, can be developed
with voltage, current, switch status and motor variable inputs. These models
can generate outputs, which control switches, voltage and current sources
and non-linear elements. Each of these models are processed when using
the USE instruction. The models can also be embedded and all variables can
be made available to the ATP-EMTP output file.
20
In the example both MODELS and TACS are used. The complete data case
is shown in appendix C. The generation of the pulses for the gate drive
signals are done using TACS. This is then used as a data base module and
seen as a black box that could be called a 'Pulse Generator'. MODELS are
used to generate a control reference value. The model developed for this
purpose is called 'Reference Calculation'. Thus a block diagram
representation for controlling the switches is shown in figure 4.
GTO control
) Chopper
Diode control 1
Referance Calculation
> Pulse 1 Generator
Figure 4 MODELS used to calculate a reference signal and
TACS used to generate switching pulses
5 Modelling of motors
5.1 The primitive machine
The windings of a rotating electrical machine and their associated electrical
quantities can be transformed mathematically into a different arrangements of
coils with new electrical quantities [15]. The resulting machine after
transformation has performance characteristics identical to those of the
original machine. Transforming a machine into a d-axis and q-axis of stator
and pseudo-stationary rotor coils gives rise to the so-called primitive machine.
When three phase synchronous or induction machines are modelled using
the d-q models, a three phase to two phase winding transformation has to be
done to obtain the equivalent primitive machine [15]. When simulating a dc
machine the implementation is straight forward.
Consider a machine with one brush-pair on the quardrature axis and two
direct axis stator coils, as shown in figure 5.
21
q-axis
(Wa' erb (Wti 42)
11 f2
v: vd
Figure 5 A primitive machine representing a dc machine
The complete impedance matrix for a primitive machine as shown in figure 5
is given by [15]
1 v/I 2 = M ;1; 2 d f 1 ( 1? - p , 2 + I,- fd 2 p) 0 0 r m; 1 2 (Rqa + L aqp)
where p = —d
and M represents the mutual inductance between designated dt
coils. The electromagnetic torque equations are the following
Te„, = (pole pairs)[ q" ( M da i + v (2)
These equations apply for steady state and transient performance.
5.2 Simulation of machines with the ATP-EMTP
The ATP-EMTP uses two models whereby a machine can be simulated. This
is the Synchronous machine model for synchronous machines and the
Universal machine (UM) model for dc and induction machines as well as
synchronous machines. Both these make use of the primitive machine
modelling. The UM model permits the direct simulation of 12 machine types.
These are shown in table 1. It is also possible to simulate other types through
the creative use of the algorithm.
f v l (R/ii
V a r M (la
mf I df 2p d • f 2 d
i ° ( 1 )
22
Basic Machine. Permutations.
Synchronous 3-phase armature 2-phase armature
Induction 3-phase armature, cage rotor 3-phase armature, 3-phase field 2-phase armature, cage rotor
Single-Phase AC (Synchronous or induction)
1-phase field 2-phase field
Direct Current series field separate excitation parallel field (self-excitation) series compound (long shunt) field parallel compound (short shunt) field
Table 1 UM machine types in ATP-EMTP
It is furthermore possible to represent the mechanical system by an
equivalent electrical network. The electro mechanical equivalents are shown
in table 2.
Mechanical System Electrical system
Torque, T[N-m]
Angular velocity, w [rad/s]
Current I[A]
Voltage, V[V]
Moment of inertia, J [kgrni] Capacitance, C, [F]
Torsional compliance, K, [Nm/rad] Susceptance, 1/L, [1/H]
Rotational Damping Coefficient
(friction), D, [Nms/rad]
Conductance, G, [S]
Table 2 Electro mechanical equivalents in ATP-EMTP
The solution of the universal machine equation appears non-linear to the
ATP-EMTP network. There must therefore be an interface that can couple the
universal machine equations with the network. This can be achieved in two
ways, which are user selectable. These two methods are called
compensation and prediction interfacing [12].
With the compensation based interfacing, the network as seen from the
machine terminals is represented by Thevenin equivalent circuits, the angular
velocity is predicted and the machine equations can be solved.
The prediction method is only used on the armature coils. The compensation
method still applies for the field coils when this method is used. For the
23
prediction method the machine is viewed as voltage sources behind resistors.
The resistors are seen as being part of the electrical network, the fluxes are
predicted and the voltages are then calculated.
The compensation method is useful when more than one machine is used
and fed from separate sources, whereas the prediction method is useful when
more than one machine is fed from the same source [6].
6 Using the ATP-EMTP to simulate electrical converters.
Power electronic switches are modelled as ideal switches in the ATP-EMTP.
These switches can be controlled by a logic control signal. Therefore GTO's,
IGBT's etc. can be modelled as ideal components. Simplified models do,
however, exist for diodes and thyristors. Figure 6 shows a thyristor model
which will start conducting when the gate current (Grid) becomes positive or
when the forward voltage across the terminals becomes greater than V19 .
When the gate current is now removed the thyristor will still conduct. It will
only stop conducting when the current becomes smaller than the holding
current, I -hold•
Cathode la
T la
On-State
1 Off-State
Vig
(hold
Grid
Vig
Anode
Figure 6 Thyristor model in the ATP-EMTP
More accurate semiconductor behaviour can be obtained when using passive
linear and non-linear components and actively controlled sources with the
ideal switch models.
When using switches caution must be taken to avoid numerical oscillation.
This can easily be done by inserting a snubber circuit across the switch, with
a time constant of a few times greater than the simulation time step across
the switch.
24
7 Numerical oscillations.
Numerical oscillations often result when inadequate modelling is done. This is
a direct cause of the method (Trapezoidal method of integration) used to
solve differential equations in ATP-EMTP [12].
The relationship of voltage, vb and current, through an inductor, L, is given
by
vL(t)= LdiL
dt
This is implemented digitally, for a small time step At, in ATP-EMTP by using
the following equation
At r i L (t + At) = i L (t)+—iy L (t + At)+ vL (t)]
2L
If = 0 and iL(t + At) = 0 the voltage at t + At can be found from equation
(4).
v L (t + At). –17,(t)
(5 )
Thus the voltage across the inductor will oscillate. This problem can be solved
by coupling a damping resistor, Rd, across the inductor [12]. It can be found
that the value of Rd, is ideally selected in the range
22L
(Rd (102L
At At (6)
25
Chapter 3
Simulation Components of Spoornet Electric Locomotives.
1 Introduction.
The majority of electric locomotives used by Spoornet employ direct current
(dc) traction motors. During the mid 1980's Spoornet also purchased
locomotives employing alternating current (ac) traction motors. Simulation
models have been developed for these locomotives which employ ac traction
motors using ATP-EMTP [6]. These models were developed to study the
electromagnetic compatibility between modern power electronic locomotives
and railway signalling systems. They are suitable to be used in other power
electronic applications, for example in other locomotives currently operated
by Spoornet, as well as new locomotives to be bought by Spoornet.
The two main export lines in South-Africa, namely the Ermelo to Richards
Bay coal line and Sishen to Saldanha iron-ore line are ac traction systems.
These are 25kV and 50kV lines respectively. The locomotives that operate on
the 25kV line are the class 11E locomotive as well as the class 7E1 and 7E3
locomotives. On the 50kV line the class 9E locomotive, which was briefly
discussed in chapter 1, is used. Furthermore, the class 7E and 7E2
locomotives, which are also supplied from 25kV lines, are used in Nothern
Province and in Eastern Cape. All these locomotives are thyristor controlled
and operate in a very similar manner. The main difference being the traction
motor configuration.
In this chapter the focus will be on modelling components used on thyristor
controlled locomotives. The ATP-EMTP models developed are for the class
11E locomotive but can be modified fairly easily, if data are available, so it
can be used on other ac traction locomotives.
There are two main reasons for selecting the class 11E locomotive as an
example. Firstly, the necessary data (transformer and motor test reports;
control system operation etc.) to do the initial simulations were readily
available. The focus here was not on solving practical problems on the class
11E locomotive, but rather on giving examples of possible uses of such
26
L
L 11
simulation. The second reason for selecting the class 11E locomotive as
example was more important. Several transformer failures have occurred on
the class 11E locomotive since 5 years after the first class 11E locomotive
went into service. This seriously affected the availability of this locomotive.
This problem is partially addressed by using the ATP-EMTP simulation
software.
2 Description of a thyristor controlled locomotive.
All the Spoornet locomotives operating on the ac lines were designed for
heavy haul applications. The class 11E locomotive was so designed so that
four locomotives would be able to haul a load of 20800 tons from Ermelo to
Richards Bay. It weighs 168 tons with an output power of around 4MW. The
power converter configuration of the class 11E locomotive is shown in figure
1
Figure 1 The power converter configuration of the
class 11E locomotive.
This locomotive has two double bridge half-controlled rectifiers; each
controlling three separately excited 700kW dc motors. Each motor has it's
own separately controlled field. A transformer with six secondary windings
feeds the rectifiers and the fields. This configuration is shown in detail in
figure 2.
Figure 2 Class 11E Locomotive Power Circuit.
27
TRANSFORMER (ONE BOGIE) SMOOTHING
CHOKE
CONTROL SYSTEM
RECTIFIERS
I Ec< I
Figure 3 Thyristor controlled locomotive simulation model.
The field rectifiers make use of a centre-tapped winding. To improve the
100Hz ripple generated by the rectifiers, smoothing chokes are used.
3 Thyristor controlled locomotive simulation model.
A model of a thyristor controlled locomotive is shown in figure 3.
Implementation of the model is simplified by looking at one bogie only.
The model consists of a transformer feeding the rectifiers, which in turn
supplies the dc motors. The rectifiers are controlled by making use of
MODELS, as discussed in chapter 2. MODELS is also used to generate the
appropriate back emf for the simulation of the traction motors. Also included
in the dc motor circuit are blocking diodes and smoothing chokes.
The different components shown in figure 3, the transformer, the rectifiers
and the control system, will be discussed in the following paragraphs. The
traction motors, which are here simulated with equivalent circuits, will be
simulated as direct-quadrature models (d-q models) [15].
3.1. The Transformer.
3.1.1 The classical transformer model
A multi-winding transformer can easily be simulated in ATP-EMTP as shown
in figure 4. This is the classical 50Hz model where
28
RP , Rs1,s2= Resistance values of the primary and secondary
windings.
LP , Ls1,s2 = Leakage inductance values of the primary and
secondary windings.
Satura = Element accounting for energy storage as well as
saturation. (Nonlinear inductance)
Rmag = Resistance accounting for power loss.
Ideal Transformer
Nl:N2
Ro L.,
II I 11
N1:N2
III
O
Figure 4 Model used for the class 11E transformer.
By performing an open circuit test, thus measuring the excitation losses, Pex
less , and the voltage-current pairs around the rated voltage, Rmag can easily be
obtained using average data from test reports. (A typical transformer test
report is shown in Appendix A.)
V 2 2
Rmug = Pex loss
25kV 2
2kW =312.5a2
The voltage-current pair obtained from the no-load loss data in the test report
can be used as the ATP-EMTP input data for the non-linear inductance,
Satura, in the equivalent model, although not directly. This data must first be
converted to a current-flux pair by using the ATP-EMTP supporting routine
also called SATURA.
This data must be entered in per unit quantities and is given in table 1; with
the base voltage 25kV, and the base apparent power 6125kVA.
L i, R,
0 0
■F--0
Ra L s2
(1)
29
Volt (per unit) Current (per unit)
1 0.002
1.05 0.0028
Table 1 Voltage-Current pair that is used as input data
to the supporting routine, SATURA.
The data file of the supporting routine SATURA follows:
BEGIN NEW DATA CASE C ********************************************************************
C SATURA to derive (flux,current) from (Vrms,Irms) C ********************************************************************
C VBASE = 25 kV C SBASE = 6125 kVA $ERASE SATURATION
50.0 25.0 6.125
2.0E-3 1.0
2.8E-3 1.05 9999
$PUNCH BLANK ENDING SATURA BLANK ENDING DATA CASE BLANK
The resulting current-flux pairs which can now be entered into the ATP-EMTP
data file for the transformer are given in table 2.
Current (per unit) Flux (per unit)
0.693 112.54
1.492 118.17
Table 2 The resulting current-flux pair.
Leakage inductance of the primary and secondary windings, LP, L51 and L52 ,
and resistance, RP, R51 and R52, can now be calculated. The dc resistance
values are given in the test report. The total ac resistance, R, as seen from
the primary side can be calculated using the following formula, where Psh loss
is the short circuit power loss and I sh is the short circuit current obtained from
the short circuit test (load loss test).
30
-N 2 V 2 h r s sh loss
X = .11 I sh
( 3 )
R = Psh loss
s2h
(2)
From the test reports Psh loss , is obtained having an average value of 94kW.
The total short circuit current when all the windings are shorted is 225A. Thus
R =1.8Q .
Because of practical design considerations the resistance divides so that the
total resistance of the secondary coils referred to the primary side is equal to
the resistance of the primary winding. Taking into account that there are 4
secondary windings and that each winding has a rms voltage of 606V
compared to the primary voltage of 25kV, the resistances become:
R p = 0.9Q
Rs, = Rs2 = 0.00225
The dc resistances found from the test report are:
R p = 0.7Q
Rs, = R = 0.00185
The total leakage inductance, X, as seen from the primary winding can now
be obtained from
The short circuit voltage, Vsh, can also be obtained from the short circuit test.
For a voltage of 2,9kV, X, becomes
X= 11 29002 ( 94000) 2
2252 2252 )
= 12.75Q
As with the resistance, the leakage reactance divides so that the total
31
reactance of the secondary coils referred to the primary side is equal to the
resistance of the primary winding. Thus
XP = 6.452
Xs , = A's2 = 45mS2
The inductance values to be entered in the ATP-EMTP data cards are
therefore
L P = 20mH
Ls , = Ls2 = 45[11/
This transformer model is simulated as a database module, as discussed in
chapter 2. All the parameters must be supplied to the model.
3.1.2 A high frequency transformer model.
The classical 50Hz/60Hz transformer model is very well known by all
electrical engineers. In the ATP-EMTP, the effect of saturation is taken into
account, but not the frequency dependency of the transformer. Throughout
the years, many different models have been developed to account for the
frequency dependency of the transformer [20]-[23]. There are two broad
trends when modelling transformers, to study high frequency behaviour.
These are detailed internal winding models and models based on
measurement.
The detailed internal winding models consists of large capacitive and
inductive networks obtained from the solutions of complex field problems.
These models require information on the physical layout of the transformer.
The advantage of this type of modelling is that it gives answers to the initial
voltage distribution along the winding of a transformer caused by a surge.
This model, however, is complex and physical transformer data are not
generally available from the transformer manufacturer.
Many transformer models based on measurement have been derived
throughout the years. These models are based on the simulation of the
frequency dependant parameters at the terminals of the transformer by
32
. I r 1
I 1 \ I ■____,,,,- - - ---1--• ,_ I-I
1
1
0
50 100 150
200 f (kHz)
Real part transfer _ _ _ _ Imaginary part transfer
3
2
1
0
-1
-2
-3 250
means of equivalent circuits. Such models have the advantage that physical
layout and construction details of the transformer are not needed. The
disadvantage however, is that their performance can only be guaranteed for
tested transformers.
A first step to obtain a high frequency model for the class 11E transformer the
model presented in [20] is used. This model make use of the theory of modal
analysis and is intended as a no-load model. The measured real part and
imaginary part of the transfer function between primary and only one of the
four traction windings is given in figure 5.
Measured Transfer Function
Figure 5 Measured transfer function
The proposed circuit model [20] is shown in figure 6 for 1 resonant frequency.
1 :p
1:2
Figure 6 Circuit model for 1 resonant frequency
The values of R, L, C, X and fi can be obtained from the following formulas for
the kth resonant frequency.
2
R =(A) R k Y k
(4)
33
2 L = A k ) R k Qk
Y k (-1-) k
2 C = (.)c)
A k R k g(1) k
X = Y k
= (Ak )
Y k
The quality factor, Qk, can be obtained by dividing the kth resonant frequency,
0k, by the width of the imaginary part of the transfer function, Im(H), at half
hight at the kth resonant frequency.
(1) k Qk =
Width of Im(H) at half hight
Ak can now also be obtained from the imaginary part of the transfer function,
at the kth resonant frequency because the maximum hight at this frequency
takes on a value of AkQk. The maximum hight of the real part of the
admittance function at the kth frequency takes on a value of //Rk. The value
of the capasitive coupling ratio, yk, must now still be calculated. Figure 7 gives
a simplified circuit of a transformer showing the capacitive coupling.
V
Vs
C2
73 –pi
Transformer Casing
Figure 7 Simplified capacitive coupling
The voltage at the secondary, for high frequencies, will thus be
C2 v = vP ( S' ± C2
( 9 )
The values of C 1 , C2 and C3 can be calculated from the test report given in
appendix A. Average values calculated from different test reports are given in
table 3.
(9 )
1
— Transformer i Casin g
34
r C, = 2.5 nF C2 = 6.8 nF C3 = 1 nF
Table 3 Capacitance coupling values
The value of y thus becomes 0.7. Now yk can be obtained for the kth resonant
frequency, by fulfilling the following restriction [20].
Y = ZY k k=1
(10)
Table 4 gives the results calculated from the measurements.
k=1 k=2
f (kHz) 35 145
Qk 8. 7 16.9
Ak 0.31 0.17
Yk 0.5 0.2
R(Q) 961 6070
L(mH) 38.1 113.0
C(nF) 0.55 0.011
Table 4 Calculated results
The high frequency model therefore obtained is shown in figure 8. The ATP-
EMTP data file is given in appendix B.
V2
I Figure 8 Simulation model
35
j.
Control
' Control of Diode Switches
Traction Motors
Control of Thyristors
/5...> S nchronization
0
L L
The values for Ro, Lo and Co are added to include iron-loss, no-load
inductance and input capacitance [20].
3.2 The Double Bridge Half Controlled Rectifier.
Power electronic switches are modelled as ideal switches in the ATP-EMTP.
These switches can be controlled by a logic control signal. More accurate
semiconductor behaviour can be obtained when using passive linear and
non-linear components and actively controlled sources with the ideal switch
models. When simulating the class 11E locomotive power converter it is
acceptable to use ideal switch models.
The double bridge half-controlled rectifier model is shown in figure 9.
Figure 9 Double bridge rectifier model.
After a thyristor is switched on by its logic signal, ATP-EMTP will set up
equations with the thyristor conducting. During this time the diode will also still
be conducting because, the diode current is seen to be positive and greater
than the holding current. To avoid this from happening the diodes are also
simulated as controlled switches.
The thyristor switching must be synchronised with the supply voltage. On the
class 11E locomotive this is obtained by using a synchronising signal, which
is 90° out of phase with the supply signal, and a reference signal depending
36
I f
I
1 -' '
i / ) f I i
-k..
I \ i 1 i
\ I
1
t \
f \
-1- . _ t
/
-
1
\ 4.
/
f I
1
1 / 1 / \ /
I 1 I .1
11 1 . / 11
j j
1 1 / 1 I 1 I
I \ I 1 / ‘. 1 ‘ / 1
1 1 I 1 1 t 1 ,
t N.
tt \I k,
.. .
0
0.02
0.04
0.06
0.08
0.1
0.12
Time
Thyristor on-time Reference _ _ _ _ Synchronization
1
0.5 _
0
-0.5
-1
on the firing angle required. From this the thyristor conducting angle or
thyristor on-time is determined. This is shown in figure 10.
Figure 10 Synchronization.
As for the transformer model the rectifier model was also modelled as a
database module. The RC snubber circuit values have to be supplied to the
module as well as the control signals. The RC time constant of the snubber
circuit must be a few times lager than the simulation time across the switch.
4 Simulation of the traction motors.
4.1 Traction motor models.
The class 11E locomotive has six 700kW separately excited dc traction
motors. They work in parallel with all the fields separately controlled. Figure
11 shows a drawing of a separately excited traction motor with a mechanical
load.
Figure 11 Separately excited dc traction motor.
37
(J„,+ Nc2 J,.„) do),„ B,,, + Arc2 13 ), Nc dt L N c
T = co,„+Nc T., (12)
In this figure the meaning of the mechanical parameters are
Tern = Electromagnetic torque generated by the motor (Nm)
Tw = Load Torque (Nm)
um , Jw = Rotational inertia of the motor and load respectively (kg-m2)
Brn, Bw = Rotational damping of the motor and load respectively
(Nms/rad)
corn , co w = Rotational speed of the motor and load respectively (rad/s)
The electromagnetic torque for a separately exited dc motor is given by
Tea, = kA) f Ia (11)
where kt is the torque constant and 4)f is the flux generated by the field. The
speed builds up according to equation (3) of chapter 1.
-
In the armature circuit a back emf, Ea , is produced equal to
Ea = kf (I) f o) a, (13)
where kf is the voltage constant of the motor.
The values of Ra, Rf, La and Lf can be found from test certificates of which
one is shown in appendix A. These values are shown in table 5.
Ra = 13.8mQ La = 0.239mH
Rf = 39.9m0 Lf = 29mH
Table 5 Resistance and inductance values.
The calculation of the mechanical parameters will be given in the next
paragraph.
The ATP-EMTP uses generalised machine theory to model electrical motors.
This is described in chapter 2. It is also possible to simulate motors in terms
of their transfer function using TACS or MODELS.
38
4.2 The mechanical system.
It is possible to simulate mechanical systems in the ATP-EMTP by simulating
the electrical analogue of the mechanical system. The mechanical system
can be coupled to the axle of the motor. The electro-mechanical equivalents
are given in chapter 2
Four class 11E locomotives are used to haul a load of 20 800 tons from
Ermelo to Richards Bay. The locomotive is designed to be able to negotiate
maximum gradient with maximum load at a speed of 34km/h. It is also able to
pull away from standstill on maximum gradient and accelerate up to 34km/h
with maximum load within 5 minutes (300 seconds). A representation of this
mechanical system is shown in figure 12.
Figure 12 Mechanical system representation.
There are three main forces working against tractive effort force, FTE. These
are the gravitational forces caused by the mass of the locomotives, m, and
the load, M, the rolling resistance, Fr, and the acceleration force, Fa .
A simplified electrical analogue of the electrical system is shown in figure 13
Figure 13 Electrical analogue for mechanical system.
The total torque per motor, T , at the motor axle opposing the electromagnetic
torque of the motor, Tem, is dependent on the gross load of the train, M, the
mass of a locomotive, m, the gradient, G, the gravitational force, g, the gear
ratio, Ak, the wheel diameter, d, and the rolling resistance normally taken as
39
Power Convertor Control
Motor with Power Mechanica Suppl Load
E Driver Referance Demand
12N/ton in this type of application. Thus the total torque per motor is given by
(remembering that there are a total of 24 motors)
T = N
' T„,
24
N' 2
'11 (Fa + F
r )
24
12 Arc -2 [(M+4 x in)gG + (M +4 x
m) 1000
1 d
24
The total inertia per motor, including the effect of the load on the axle, can be
calculated from
(14)
=
J=
=
2 N4 (M 4 xmk—d2) + Jw i
24
[ AT, (M + 4 x 44) 2 ± —1 ni kr 2 „ + 2 x (-11nwheelrw2heel 2 2 2
24
(15)
where m —axle and m —wheel are the mass of the axle and wheel respectively, and
raxie and rw heel are the radius of the axle and wheel respectively.
4.3 The Control System.
The control can be implemented in ATP-EMTP by using MODELS or TAGS.
MODELS is used in this simulation. A basic control diagram is shown in figure
14.
Figure 14 Basic control diagram.
This control system can be broken up in three sections, as shown in the
tractive effort curve for the class 11E locomotive for notch 14 operation
(figure 15). These are the armature current limit, armature control and field
control.
40
TE A
Field Control — —
25km/h 34km/h
Armature Current Constant Power Limited
Speed
Figure 15 Tractive effort curve for the class 11E
locomotive for notch 14 operation.
During the armature current limit, the control system controls the armature
current to a fixed reference armature current dependent on the driver demand
and speed of the locomotive. When the class 11E locomotive reaches 25km/h
the armature control and field control regions are entered and the control
system controls the locomotive so that a constant output power is obtained.
Between 25km/h and 34km/h the armature voltage is controlled to obtain a
constant power output. Above 34km/h the motor field is controlled to obtain a
constant power output. The control subroutine differentiates between these
by using speed and armature voltage as feedback signals.
41
0.21 0.23 0.25 0.27 0.29 0.31
Time (ms)
Secondary Voltage Rectified Voltage
57 a)
3' 0 >
2000
1500
1000
500
0
-500
-1000
0.19
Chapter 4
Practical Application and future work.
1 Introduction.
In this chapter typical simulation results are shown This is focused on
different components used on rectifier controlled locomotives. These models
could easily be extended to include the transmission line, to study current
distortion, electromagnetic compatibility and other related problems.
Futhermore there is a large scope for the development of an accurate class
11E transformer model, to be able to get a solution for the class 11E
locomotive failures. In this respect much more measurements have to be
done.
2 Thyristor controlled locomotive.
2.1 Typical results.
Figure 1 shows the secondary voltage of the transformer and the output
voltage of the rectifier bridges. The first rectifier bridge is fully advanced while
the second bridge is busy advancing.
Figure 1 Transformer secondary voltage and rectifier
output voltage.
The input line current waveform is shown in figure 2. The thyristors were
systematically advanced from the minimum conduction angle to the maximum
conduction angle.
42
300
200
100
0
-100
-200
-300
0
Line
Cu
rre
nt (
A) (1
t
0 1 0.2 0.3 0.4
Time (ms) A
rma
ture
Cur
ren
ts
1400
1200
1000
800
600
400
200
0
0.05 0.1 Time
0.15 0.2
Figure 2 Input line current.
The armature currents for all three motors are given in figure 3.
Figure 3 Armature currents.
The different values for the resistances and inductances for each motor are
shown in table 1.
R L
Motor a 42m0 4.73mH
Motor b 46mg 4.13mH
Motor c 38mQ 4.93mH
Table 1 Motor parameters
These values include the resistance and inductance of the smoothing choke
and armature winding for each motor.
43
1
i' l \
- - -- -
_/ ----/ f
800
I PFC w orking _ _ _ _ PFC not w orkingi I
0.6
200 400 600
Motor voltage (V)
1
09
08
07
Pow
er F
acto
r
The reason for using a double bridge rectifier is to achieve a better power
factor when the locomotive is accelerating [18]. This can be seen in figure 4
where the power factor is above 90% when the first bridge is fully advanced.
When the second bridge then starts to advance the power factor comes down
again, but then increases until both rectifiers are fully advanced. Figure 4 also
gives a comparison between a working and non-working power factor
correction (PFC) circuit.
Figure 4 Comparison between working and
non-working PFC circuit.
Power factor calculations was digitally implemented in MODELS by using the
following formulas. The real power, P, was calculated using
N
Iv(n) x i(n)
P = "= 1 N (1)
The apparent power, S, was calculated using
S = V . X /R4,6
(2)
N
I V 2 (n) n=1 N x 1
N 1 i2 (n)
n=1
N = \
where v(n) and i(n) are instantaneous value of voltage and current
respectively sampled at t = n and N is the total number of samples in one
period.
44
Thus the power factor, PF, is given as:
PF =P
S (3)
The implementation of this calculation in MODELS is given in appendix B.
2.2 Power factor correction circuits.
The class 9E locomotive has been in service since 1978. It still employs
passive power factor correction (PFC) and harmonic filtering components.
The question has been raised whether these passive components should not
be replaced by actively controlled PFC and harmonic filtering components
similar to that used on the class 11E locomotive. The 9E locomotive traction
system is a stand alone system which is not interlinked to any other networks,
which makes it ideal to do simulations.
On the class 7E3 locomotives the PFC circuits trip regularly. In some cases
the trip action does not operate quickly enough and wires are burnt. The
decision was therefore made to disable all the PFC circuits on the class 7E3
locomotives until this problem is solved. The effect of doing modifications on
these circuits must be studied.
3 Motor simulation results.
The total torque per motor, T, at the motor axle opposing the electromagnetic
torque of the motor, Tem, for maximum load, i.e. M= 20800 ton and a high
gradient of 1 in 180 can be calculated from equation 7 of chapter 3, given that
the gear ratio, tvc, is 1
, the wheel diameter is taken as 1.2m and the 4.438
mass, m, of one 11E locomotives is 168 ton. Therefore
Nc 2
—d[(M -F4xm)gG+(M+4xm) 1000
12 1
24
4.4
1 1
2
.2 [(20800 + 4 x 168)0 03)(9.8)(
18 1 0
) + (20800 + 4 x 168)(101 10
12 00 38
= 24
= 8036Nm
T =
45
50
40
c. 10 co
0
-10
Arm
atu
re V
olta
ge
(V)
0 100 200 300 400 500
Time (s)
100 200 300 400 500
Time (s)
1000
800
600
400
200
0 . 0
'-c-d 30 .17
20 CD CD
100 200 300 400 500 Time (s)
0 100 200 300 400 500
Time (s)
330
320
•-• 310
300 U 15 290 u-
280
1200
:7-1 1000
800 L-
soo
400
E 200
0
The total inertia, J, can be calculated from equation 8 of chapter 3. This value
can be simplified because J,,„ is very small compared to the inertia caused by
the gross load and mass of the locomotives. Thus
AT,2 [01+4x 442 ) 2 1 J =
24
(4.4138) 2 [(20800 ± 4 x 168)003
0.2)2]
2)
24 =16350kgm 2
Figure 5 shows the speed, armature voltage, armature current and field current
obtained from the simulation using the above calculated mechanical parameters.
(a)
(b)
(c)
(d)
Figure 5 11E Traction motor curves (Maximum Load and 1/180
gradient).
46
i i I
0
100 200 300 400
Time (s)
1000
800
600
400
200
0 /
0 100 200 300 400
Time (s) A
rma
ture
Vo
ltag
e (V
)
70 60
2' 50 40
_Ne 3 -o 30 20 ow
coct. 10
0 -10
As can be seen, base speed of 34km/h was reached at 270s (four minutes
and 30 seconds).
For a maximum load and level gradient, where G becomes 0, T=1450 Nm and
J=16 350 kgm2 and the results obtained are shown in figure 6.
(a)
(b)
1200
:is 1000
350
300
7-z 250
C. 200
:-43).. 150 =
0 100
.2 50
0
0
4., C 0 800
= 0 600
= EL2 400 4- E 200
: i 0
0 100 200 300 Time (s)
400 100 200 300 400
Time (s)
(c) (d)
Figure 6 11E Traction motor curves (Maximum load and zero gradient)
Figure 7 gives the comparison of the tractive effort curve for the class 11E
locomotive, compared to the simulation results for notch 14 operation.
47
600000
500000 r
400000 1
Z — 300000 W 1—
200000
100000
0 20 40 60 80
Speed (km/h)
11ETECurve Simulated Data 1
Figure 7 Comparison of tractive effort curve of the class 11E
locomotive with the simulated tractive effort curve. (Notch 14)
This tractive effort curve is for notch 14 operation but can easily be obtained
for any notch.
4 High frequency transformer modelling
In chapter 3 it was said that there are two broad trends when studying the
high frequency behaviour of transformers. The first of these were modelling
based on measurement. In this respect only limited measurements have been
done so far. More measurements must still be done. It is however difficult to
do measurements due to the fact that the transformers can not be taken out
of service for long periods of time and normally has to stay in the locomotive.
Therefore the second method for the studying the high frequency behaviour
of transformers might be a better approach. This method involve detailed
internal winding models.
The simulated results obtained from the model as described in chapter 3 will
now be shown. Figure 8 gives the real and imaginary part of the transfer
function.
48
200000 100000 150000
f (Hz)
Real part transfer _ _ _ _ Imaginary part transfer
50000
Simulated Transfer Function
-2
-3
0 250000
3
2
1
0
-1
Measured Transfer Function
a N
fi— f x _ I
0
50 100 150 f (kHz)
Real part transfer _ _ _ _ Imaginary part transfer
3
2
1
0
-1
-2
-3
200
250
Figure 8 Simulated results
This compares well to the measured result obtained as shown in figure 9.
Figure 9 Measured results
The response of the class 11E transformer to a surge impulse is shown in
figure 10. Also shown in the same figure is the response of the transformer
model to the same impulse.
49
30.00
25.00 A
20.00
15.00
10.00
5.00
0.00
-5.00
-10.00
-15.00
0.00E+00
2.00E-05 4.00E-05 6.00E-05 8.00E-05 1.00E-04 Time (s)
Vout(Measured) _ _ _ _ Vout (Simulated)
Figure 10 Measure and simulated response
As can be seen, the higher order frequency components are not present.
The failure on the transformer occur when the VCB switching takes place. To
be able to accurately model the transient conditions when switching takes
place the effect of the cable on the roof of the class 11E locomotive, and the
effect of the transmission line must also be included in the model. Futhermore
the model should be extended to include the modelling of the short circuit
impedance and also the higher order resonant frequencies.
5 Other proposed models
The original equipment manufacturer (OEM) presented a transformer model
which only takes into account the capacitive coupling of the windings. They
do however include the cable before and after the vacuum circuit breaker
(VCB) (figure 11)
Transmission line
< Cable > Cable ,
0 0 Transformer
I— — Transforme Casing
VCB
Figure 11 System to be analysed
The model for this system is shown in figure 12. The transmission line and
50
Supply: 25kV, 50Hz Transformer Stray C1 = 2.49nF Transmission line: L = 856µH/km Capacitance: C2 = 6.81nF
C = 20nF/km C3 = 1.14nF R = 10Q/km Return wire's: R = 1S2
Cable: L = 0.5mH/km L = 51.1F1 C = 300nF/km Proposed Inductor: L = 120[1H R = 100Q/km R = 10m52 (at 20°C)
VCB: R = 1MS2(open); R = 1mQ(close)
0 100 200 300 400 t [ns] 100 200 300 400 t [ns)
[k 40
30
20
10
0 -10
-20
-30
-40
400
200
0
-200
-400
cable are simulated as a Tr-model in ATP-EMTP. (Appendix B)
Transmission: Cable Line
VCB
Cable Primary C2 Side Secondary
Side
TT Rrr
Earth Return Wire
I IIME
T3 Ti T
Figure 12 Simplified model of the system
The parameters used are given in table 2.
Table 2
Results obtained when the supply voltage is 25kV and then closing the VCB
at 15Ons are given in figure 13 and figure 14.
Figure 13 Primary and secondary voltage Figure 14 Current through stray capacitor(C 2 )
The OEM proposed that an inductor should be put in series with the VCB to
bring down the initial high voltage spike. This model should however be
verified first before the influence of the inductor can be studied.
51
6 Learning Tool
Measurements are expensive and take time. Simulation is an excellent
learning tool to be able to understand different components on a locomotive.
The ATP-EMTP is especially flexible when simulating control systems. It
could also be used to simulate future locomotives or critical components
thereof to see what it's influence would be on the traction system.
7 Electromagnetic compatibility
Although no electromagnetic compatibility problems on the signal systems
are experienced on thyristor controlled locomotives, this is still an important
issue, because of safety considerations. Simulation software can be used to
see whether dangerous situations can arise if certain components on a
locomotive fail.
52
References
Marshall J.; The Guinness Railway Fact Book, Middlesex: Guinness Publishing Ltd., 1994.
Zurnamer B.; The locomotives of the South African Railways, South African Railways, [19?].
Paxton L; Bourne D.; Locomotives of the South African Railways, Cape Town: Struik, 1985.
Zimmerman C.; Dual Voltage Locomotive type class 92 for freight and night passenger services through the channel tunnel and in Britain, EPE, Vol. 2 pp. 2.425 - 2.430, 1995.
Tayler A.; High-tech trains, London: The Apple Press, 1992.
Steyn B.M., Electromagnetic compatibility of power electronic locomotives and railway signaling systems, D.Ing Theses Rand Afrikaans University, Johannesburg, RAU, November 1995.
Fitzgerald A.E.; Kingsly C.Jr.; Umnas S.D.; Electric machinery, New York: McGraw-Hill, 1985.
Corpita M.; Cesario P.; Ventura 0.; Preliminary design approach by ATP simulation on the 18kV DC traction system, EPE, Vol. 2, pp. 766-771, 1995.
Corpita M.; Cesario P.; Farina P.; Ventura 0.; Preliminary design of a 18kV locomotive, EPE, Vol. 2, pp. 153 - 158, 1995.
Jane's: World's Railways, Abbott J. (Ed), 1996-1997, Jane's Information Group Limited, 1996
Leuven EMTP Centre; Alternative Transient program rule book, Updated September 1991, printed Belgium July 1987.
Dammel H.W., et al; Electromagnetic Transient Program Reference Manual (EMTP Theory Book), Bonneville Power Administration, NSA, 1986.
Andrews H.I.; Railway Traction : The principle of Mechanical and Electric Traction, Amsterdam: Elsevier Science Publication Co. 1986.
53
Dube L.; Bonfanti I.; Models : A new simulation tool in EMTP, ETEP, Vol. 2(1), 1992.
O'Kelly D.; Simmons S.; Introduction to generalized electric machine theory , New York: McGraw-Hill, 1968.
Profillidis V.A.; Railway Engineering, Aldershot: Avebury Technical, 1995.
Mohan N.; Underland T.M.; William P.R. Power Electronics: Converters applications and design, New York: John Wiley and Sons, 1989.
Sen P.C.; Thyristor DC drives, New York: John Wiley and Sons, 1981.
Bose B.K.; Power electronics and AC drivers, New Jersey Prentice Hall, 1986.
Vaessen P.T.M.; Transformer model for high frequencies, IEEE Transactions on Power Delivery, Vol. 3(4), pp. 1761 - 1768, 1988.
Bak-Jensen J.; Bak-Jensen B.; Mikkelsen S.D.; Jensen C.G.; Parametric identification in potential transformer modelling, IEEE Transactions on Power Delivery, Vol. 7(1), pp. 70-76., 1992
Morched A.; Morti L.; Ottevangens J.; A high frequency transformer model for the EMTP, IEEE transactions on Power Delivery Vol 8(3) pp. 1615 - 1626, 1993.
Chimklai S.; Marti J.R.; Simplified three-phase transformer model for electromagnetic transient studies, IEEE Transactions on Power Delivery, Vol. 10(3), 1995.
Greenwood, A.; Electrical transients in power systems, New York: John Wiley and Sons, 1971.
Arrillaga J.; Bradley D.A.; Bodger P.S.; Power system harmonics, New York: John Wiley and Sons, 1985.
Traction Power Supplies: Technical Assistant Handbook Misselhorn D.C. (Ed), South African Transport Services, 1986
54
Appendix A
TRANSFORMER TEST REPORT •
Page 1
Serial No. 28137 ASEA Electric South Africa Limited
CUSTOMER GM VIA ASEA SWEDEN FOR SATS
Other' Asea W569727
Customer L2832 1000-326
Single-phase 1 50 cycles Type TMZ 21 Vector symbol Single Phase
Insul. Class
170kV
Terminals Conn. MVA kV A 6,125 U - V 245,0 Single 25,0
ul-V1.u2-v2.u3-
v3.u4-v4
u5-o5-v5
u6 -v6
5,624 Single
Single
4 x 0,606 4 x 2320
10 50 0 116 2 x 0 055 0,385 0,963 400 Sinale
RESISTANCE PER phase
at 22,0 °C
Winding
HV
LV
UV:0,697550
ul-v1:0,0017717 u2-v2:0,0017477 u3-v3:0 0017647 u4-v4:0,0017287
u5-v5:0,0012257 u5-o5:0,0007098 o5-v5:0,0006788 u6-v6:0,0101330
VALUES at 115°C Hz NO-LOAD LOSS and currents, supplied to
terminals
kV KW A
Meas. Guar . 0,09 50 17,5 0,88 50 20,C 1,28 0,17
22,5 50 0,28 1,64
2,28 2,28 25,0 0,51 2,90 50 kW U - V
25,0 kV 26,25 2,76 50 0,71
50 27,5 1,03 3,52
LOAD LOSS and impedance at 22,0 ° C
CONNECTION 25,0/4x0,606kv
too pos. -
UV/u1v1-u2v2- I 225 124,0 117,1
11,92
32,84 24,83
20,06 9,68
2,98 97,06 kW 50
Z% 12,5 u3v3-u4v4 56,25 kW 25,0/0,606 kV 6,21
tap pos. -25,0/0,606 kV 2,42
top pos. -
UV/ulvl 34,69 50 Z% kW 56,25 UV/u2v2 17,39 50
56,25 20,42 25,0/0,606 kV tap pos. -
2,42 17,81 UV/U 3V 3 50 kW 9,69 Z %
25,0/0,606 kV tap pos. _
56,25 UV/u4v4 29,60
26,19
2,04
6,55 30,47 50 kW Z%
25,0/2x0,055kV
tap pos. -
UV/u5v5 4,64 1,61 1,11 50 kW
Z% 4,45
25,0/0,963. kV
tap
15,4 uV/u6v6 2,28 2,79 0,83 50 kW 3,33 Z%
kV Sec Hz INDUCED
Alternating
Voltage Terminals
UV 70 225 27
2,5 50 60
50 60
50 60
_liy_ti:LatherwindingsjancLegarib UV LV to other windings and earth ulvl/u2v2/u3v3/
LV to other windings and earth u4v4;u5v5/u6v6
UV/ulvl: 25000/ 605,2 UV/u4v4: UV/u2v2: 25000 /605,6 UV/u5v5:
UV/u3v3: 25000/ 605,6 UV/u5o 5 :
APPLI ED
25000/605,6 UV/05v5: 25000A5,1
25000/ 110,1 UV/t6 v 6: 25000/ 963 , 4
25000/55,1
Voltage
RATIO at no lead INSULATION
RESISTANCE at 22,0 CC
P61-P62 to L4A-LL4F 22000 Megohi HV-LV 5500 Megohms 22000 Megohi
17000 Megol- P61-P62 to earth HV-Earth 10000 Megohms
I,V-Ear+'h 9000 Megohms L4A-LI4F to earth
Transformer Test Report
Serial No. 28137
Page 2
)ielectric Voltage to Bridge to Tank
Tan Delta%
0.2856
Cap2L_______
3451 sower factor .t 2kV 50
HV&LV
HV LV&Tank 0,2925 6328 cycles
it 22,0°C LV HV&Tank 0,3115 8045
:ooler losses Volts Al A2 A3 Meas KW Eor 2 fans 380 28,2 28,4 28,8 12,8 and 1 pump Measured on transformer serial no 28134.
heatrun See attached summary report and heatrun report on Reactor 28134
Transformer 28150
Vacuum test
•
No Permanent deflection.
TEMP. RISE at rated kVA
tap pos.
Measured on this transformer Derived from test on transformer Serial No.
Top oil, by thermometer HV winding by resistance LV winding by resistance
o
o(
_APPLIED
voltage
2,5kV for 60sec
Between cnro, clamps, legstraps, yokestraps and all other components on the completed core assembly Dn external wiring.
On oil sample in accordance with BS 148 40kV for 60 sec.
Oil Leakage test
35 kPa applied in addition to normal head of oil on completed transformer for a period of 24 hours.
This transformer was tested in accordance with IEC 310.
Pretoria • •
W DONK. Transformer Testing Department
E.77, TEST REPORT WO No: 569727
Serial No: 28137
DATA AND PERFORMED ROUTINE TESTS REACTOR Page 3
DATA
Terminals L4A-LL4A, L4B-LL4B, L4C-LL4C
Rated power MVA
Rated voltage kV
Rated current A 815 815 815
Connection (T)
Insulation class 4,2 4,2 4,2 Induction mH
Rated frequency Hz
Phasor relation (T)
Type of cooling ODAF
Cooling equipment BAHCO
Connection diagram 4640 043-369
Tap changer type
Serial No
PERFORMED ROUTINE TESTS
A Check of phasor relation (T)
Winding resistance, voltage ratio (T), inductance (R) and losses
Check of ratio connection for current transformers when applicable
Check of gas relay, control cubicle, thermometers and other fixed accessories
Small wiring 50 Hz, 1 min, 2kV
B Alternating voltage, separate source,
C Induced Alternating voltage,
(R) = Reactors only
(r) = Transformers only
kV Terminals 50 Hz, 60 s
L4ALL4A/L4BLL4B 5/5 L4CLL4C 5
kV Terminals. Hz, 60 s
TEST REPORT
REACTOR
WO No: 569727 Serial No: 28137
Page 4 DATA AND PERFORMED ROUTINE TESTS
DATA
Terminals L4D-LL4D, 'L4E-LL4E, L4F-LL4F, P6.1-P6.2
Rated power MVA
Rated voltage kV
Rated current A 815 815 815 400
Connection (T)
Insulation class 4,2 4,2 4,2 10,0
Induction mH
Rated frequency Hz
Phasor relation (T)
Type of cooling ODAF
Cooling equipment BAHCO
Connection diagram 4640 043-369
Tap changer type
Serial No
PERFORMED ROUTINE TESTS
A Check of phasor relation (T)
Winding resistance, voltage ratio (T), inductance (R) and losses
Check of ratio connection for current transformers when applicable
Check of gas relay, control cubicle, thermometers and other fixed accessories
Small wiring 50 Hz, 1 min, 2kV
kV Terminals • 50 Hz, 60 s
L4DLL4D/L4WLL4E 5/5 Alternating voltage, separate source, L4FLL4F/P6.1P6.2 5/5
kV Terminals. Hz, 60 s
C Induced Alternating voltage,
(R) = Reactors only
(T) = Transformers only
ansformer Test Report
Serial No. 28137
Page 5
:sistance L4A-LL4A: 0,011826 L4B-LL4B: 0,011751 L4C-LL4C: 0,011841 :r phase L4D-LL4D: 0,011758 L4E-LL4E: 0,011781 L4F-LL4F: 0,011807 22,0 °C P61-P62 : 0,034934
Inductance at 50 cycles )nnection Volts ohm mH A Hz Terminal 1A-LL4F 775 7,75 24,69 100 50 L4A-LL4F trie mnected 1165 7,77 24,73 150 50 L4A-LL4F
1556 7,78 24,76 200 50 L4A-LL4F
mnection Volts ohm mH A mH Guar Hz Terminal 1A-LL4A 250 1,25 3,98 200 4,2 50 L4A-LL4A 1B-LL4B 251 1,255 3,99 200 4,2 50 L43-LL4B 1C-LL4C 250,5 1,255 3,99 200 4,2 50 L4C-LL4C 1D-LL4D 251 1,255 3,99 200 4,2 50 L4D-LL4D 1E-LL4E 251 1,255 3,99 200 4,2 50 L4E-LL4E 1F-LL4F 251 1,255 3,99 200 4,2 50 L4F-LL4F )nnection 325 3,25 10,34 100 10,0 50 P61-P62 5.1-P6.2 486 3,24 10,31 150 10,0 50 P61-P62
650 3,25 10,34 200 10,0 50 P61-P62
TEMP. RISE it rated kVA tap Dos.
Measured on this transformer Derived from test on transformer Serial No.
Top oil, by thermometer HV winding by resistance
. LV winding by resistance
o C
o C
APPUED
voltage
,5kV for 60sec
Between cora., clamps, legstraps, yokestraps and all other components on the completed core assembly On external wiring.
On oil sample in accordance with BS 148 40kV for 60 sec. .
ill Leakage :est
_
35 kPa applied in addition to normal head of oil on completed transformer for a period of 24 hours.
This transformer was tested in accordance with IEC 310.
Transformer Testing Department
TEST REPORT FOR HEATRUN
A SEA Pretoria
A SEA reference W265024
Customer Customer's Reference L2832 1000-326
SOUTH AFRICAN RAILWAYS Representative's reference Serial number Reactor 28134
Transformer 28150
SUMMARY OF HEATRUN TEST CONDUCTED ON THIS TRANSFORMER
Heatrun test on transformer and reactor
Losses fed continuosly
Transformer
Reactor
Total
kW
kW
kW
Measured
158,08
84,30
242,38
Guaranteed
Temperature rise top oil °C 60,6 65,0
" mean oil at total losses
(mean oil calculated as top oil minus half
°C 57,8
the temperature drop in the oil cooler)
Temperature rise mean oil transf at rated current °C 49,9
Temperature rise mean oil reactor °C 52,1
Temperature rise winding U-v 269,3 Amps °C 63,4 75,0
Ul-v1 2320A °C 66,1 75,0
u2-v2 2320A °C 69,3 . 75,0
u3-v3 tI u4-v4
u6 -v6
2320A
2320A
400A
°C
°C
°C
69,1
70,2
58,3
75,0
75,0
75,0
u5-v5 1050A °C 63,4 75,Q
L4A-LL4A 889A °C 63,3 75,0
It L413 -LL4B 889A °C 63,3 75,0
L4C-LL4C 889A °C 63,8 75,0
L4D -LL4D 889A . °C 61,8 75,0
11 n L4E-LL4E 889A °C 61,7 75,0
L4F-LL4F 889A °C 60,5 75,0
It t P6.1-P6.2 445A °C 59,8 75,0
ch
E 0
Transformer Testing Deportment
ASEA
TEST CERTIFICATE
(Routine test).
Designation :
TRACTION MOTOR
Manufacturing No:
7290 725 .1
Type:
LJM 540-1
Standard: I.E.C. No. 349 (1971)
Characteristies:
Continuous rating 650 kW
Nominal voltage 860 V
Current 815 A
Continuous speed 655-1450 rpm
Separate excitation 326 A
Insulation class
Forced cooling 1.8, m/s
Speed max. 1800 rpm
Type of brushes SG 282, art no 4391 9889 - 007
Date of test : 851102
. ! •. -7 I 'de Certified by : —
ASEA A8 DC and Large AC Machine Subdivision Design Office for Large DC and Traction Machines
Provningsprotokoll t. 2832.1000 - 0.
Test Sheet Type LIM 540-1 No. 7290 725- GM
AS EA For Customer
•
X 0
0 V.
V.
0
p.
IS
C I
C
Arm . ,...
860 v, 815 A
Exc. V. A 650 kW
655714507 1E100
Exc.
%
U„ I,. If n Direction
V A _ A r.p.m. ,--
of N.. LC- /0
N.. k.C-. /0
No. k.C-. q
N.. k.c- / rotation
Speed characteristic test, • Ten first mo
86tp., 86 8/, 9/5 w say
86,0 aoI . sy, .8/.5 4 IV 0/,6 /0,5 Cl . 42 . 2.2.
86,p 860 8/,. 8/S 89,.0 7/2 litS .
860 sco 65,- 6,3'5' 7-1. 1,1 ..f7/ / .'Y\
gs-. 5 109,o /0,90‘joil,ti 2/4 iigo
86,U 860 .84. 8/5. (dA 24.6 655 86,p. 860 8/„S. BIS Wylz 99,5!. /03 86ck 860 8 /„S BIS 8 s. 6 644: /1450 sso .gs: 65.5 69, 3 5.52! 11goo 65;C /03 , /cZ.9
c.v ft,y .32.S 4eg0
7
• •
Commutation teat Commutation entering leaving
.. • - Y edge edge
86,o imo 8(, . (gis 8oel 321,6 655 000 0 C-N
94,.,f .945 9/, 8/55d. seg /450 0 00 0 c 63a
64'5. 4.5.5- go.9 64,2 /Bei 2 I 0 0 • 45,5 /0,9,o 0304,y. 32/4 480 0 000 If'\ .
?..t 84Q.860 BO 8/5 81.4- 325:6 655 1 I o o cm\
.9 $4.6 8/, 8/51: irs 78,8 /4,5o 00 o o -""N
.........., $45 945 ......... 63 ..., ...• ••• 6,1*S -79.3 . 4;,. ii
634 f• •
/800‘ 2 2 0 0 C---N
Afolza 3254 .1- 46'0 1 2 0 o tm■
Over speed. test, 2250 r.p.m. for 2 min. IBC 349 c1.36
. High potential teat: Field. wdg. 22,0 T for 1 min. __ 349 c1.4'
RPmat 1 rk 4 rg wdg..VQ. F.0 . . V for 1 min.
Roundness of the commutator 0,62' mm. Max. TI - 0,07 mm. •
... --
Impedance measurement with 50 'Hz. Volta Ampe Impedance
Stator temp. 231 0C c- / c. 0,2.5- ohm
Armature wdg. /..56 / .56 83,5 20275 0 0 74, 73 X
Comp. + comm. wdg. 3,// 3 // 79_ F /9, 4125 0, 45608 c= 2
Field wdg. 0 1(240 S6,3 Q0.08 TOG
. . . . . . . . . •
• • ..... •
Proved 161.1YC d•n 83-//-0a . .. 9 -•
X 0
O
aro
ASEA F8r Customer GM
MOTOR/ Provningsprotokoll I. 2832..1000- 034, Test Sheet
Temp. rise test 60 min. Type WM 540-1 No. 7290 -72g
Arm. • 66.Q. V, 815 A
Exc. V, . A ..
. 650 kW 655.n-1450-1800
Cl El IEC .349
_Ai -
.
Tideunkt Haws • . Hi 41
IIm Im Uf If -El ( D +C) u Freak, - Air
: - - -
..... • i...nl;. t.---011±3 0C
NO. • . k,C—/0
No. k.C..• /0
No. — A k.C-.c., 2 •
No. k • C— /
N. A .1.C.... G/ k.C.-•
.
o 86,0 0 86,518.,q0 8,.2 j....3.,6. i. ,91S" .324a 7/8 /t.34 658
...... !..r ... .3.4).,....... 86,$ '.... ... . 78, 7S!, 4i74. .... ..... ......... 98 /-5:5- 35:o 29,3 6.8 3 o L/C
. 84o 86s o
.. ...
i 81,,s- 86,s'
.. 851,o 87 /
Op ,Ii.2
8/,.,- 43/,_)-
99: 5- a90
/049 2o3,6 653 653
"1'8,o 56p
30,
'3 /, 5V7
58,a 60 84,o otA66," 4:56p,f3toPAO £ 1 i.S" 32307 /03,2.26.0 652 634 o 32,) 62,0
-, ,... r ...._.....,..
Extrapolation curve segment 1-17 . Time after U I .Ohms IEC C1.29 .349 •
shut down C mg C=e11 y
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Appendix B
11E Rectifier
Main data case
BEGIN NEW DATA CASE C ******** ******** ****************** ***** *** *********** ** ********************
C * MAIN PROGRAM OF AC LOKO SIMULATION
C $PREFIX, C:\ATP\11\ C $SUFFIX, .ATP C C C C
SIMULASIE-TYD
C ****** Floating point miscellaneous card ***** ** C -DELT><-TMAX-><-XOPT-><-COPT-><EPSILN><TOLMAT>
0.5E-5 40.0E-2 1.E-12 C C DATA PLOT FREKWENSIE C C ********* Integer miscellaneous card ******* **** C -IOUT><IPLOT-><IDBLE-><KSSOUT><MAXOUT><-IPUN-><MEMSAV>< - ICAT - ><NENERG><IPRSUP>
80 80 1 1 1 0 0 1 0
C
C
C
C ************** Include control ** ***** ***** $INCLUDE, CTRL.ATP C $DUMMY, TXX000 C ************* Include transformer module *************** C ARG PRP , PRN , SCP1 , SCN1 , SCP2 , SCN2 , $$
C RMAG , IMAG1_, FLUX1_, IMAG2_, FLUX2_, $$ C PRIMR_, PRIML_, $$ C SEC1R_, SEC1L_, $$ C SEC2R_, SEC2L_, $$ C PRIMV_, SECV $INCLUDE,TRAFO.PCH, M1PB1_, M1NB2_, ACPB1_, ACNB1_, ACPB2_, ACNB2_, $$ C 3.12E5, 0.693, 112.5, 1.492, 118.17, $$ C 0.9, 20.0, $$ C 0.0022, 0.045, $$ C 0.0022, 0.045, $$ C 25.0, 0.606 C $DUMMY, AND001 C ************* Include rectifier module ****** ******** *
C ARG PB1 , NB1 , PB2 , NB2 , DCP , DCN , $$
C T1B1 , T2B1 , T1B2 , T2B2 ,
C D1B1 , D2B1 , D1B2 , D2B2 , $$ $$
C DIORES, THYRES, DIOCAP, THYCAP $1NCLUDE,RECT.PCH, ACPB1R, ACNB1R, ACPB2R, ACNB2R, C B1THY1, B1THY2, B2THY1, B2THY2, C B1D1 , B1D2 , B2D1 , B2D2 ,
B1P , B2N , $$ $$ $$
C 100., 100., 1.0E+0, 1.0E+0
C $DUMMY, PFC001 C Include PFC module ***** ******* *** C ARG ACPF1_, ACNF1_, C ACPF2_, ACNF2_, C PFC_C_, PFC_L_
$$ $$ $$
$INCLUDE, PFC.PCH, ACPB1_, ACNB1_, C ACPB2_, ACNB2_,
$$ $$
C 2.5E+3, 0.65 C **** ***** ***************************
$INCLUDE, VCB.ATP C* ****** * ******* ******** ********* ****
C C C /BRANCH C <NDE1><NDE2><NDE3><NDE4>< R >< L >< C > ?
C ** Coupling transformer with rectifier *** ACPB1_ACPB1R ACNB1_ACNB1R ACPB2_ACPB2R ACNB2ACNB2R
C C ** Coupling rectifier
B1P B1PD
1.E-6 1.E-6 1.E-6 1.E-6
with motor and reactor ** 1.E-6 1.E-6 1.042 0.73
1
1
3
3 B2N B2NR
C B1P B2N C C ********* Equevalent motor circuit C
B1PD1_IND1 4.73 IND1 EA1 0.042 3 B1PD2_IND2 4.13 IND2 EA2 0.046 3 B1PD3_IND3 4.93 IND3 EA3 0.038 3
/SOURCE 60EA1 18B2NR_ 1 60EA2 18B2NR 1 60EA3 18B2NR 1 C /BRANCH
B1PD B1PDR1 1.E-6 B1PD B1PDR2 1.E-6 B1PD B1PDR3 1.E-6 B1PDR1B1PD1_ 1.E+6 B1PDR2B1PD2_ 1.E+6 B1PDR3B1PD3_ 1.E+6
C /SWITCH 11B1PDR1B1PD1_ 0.0 0.000 3 11B1PDR2B1PD2_ 0.0 0.000 3 11B1PDR3B1PD3_ 0.0 0.000 3 C /BRANCH C Earthing * ***** * ****** *********
PANTO_ 1.E+6 SINC 1.E+6 B2NR_ 1.E+5 ACPB1R 1.E+6 ACPB2R 1.E+6
C C **** Connecting Pantograph with transformer ****
PANTO_VCBP 1.E-6 VCBN I_MEAS 1.E-6 3 M1NB2_ 1.E-6
C BLANK CARD ENDING BRANCH CARDS C C C /SWITCH
I_MEASM1PB1_ MEASURING 0
ACPB1 ACPB1
BLANK CARD ENDING SWITCHES C C C /SOURCE C SOURCE CARDS C <NODE>IV<--AMPL--><--FREQ-><--TIME-0-><-- -A1 --- >< -- TIME 1- >< - TSTART - >< - TSTOP -->
C *** Sekond - r van Transformator vir ankerbeheer (brug 1 en 2) *** /SOURCE C 14PANTO 35.E+3 5.0E+1 -1.0
C 14SINC_ 1.0E+0 5.0E+1 270.0 -1.0
C BLANK CARD ENDING ALL SOURCES C C C /INITIAL C ***** Initial Conditions ***** C <NDE1><NDE2>< I initial >< V_initial >
C END INITIAL CONDITIONS (NO BLANK CARD NEEDED) C C C C /OUTPUT C ******* Output Request *******
PANTO_ C SINC ACPB1_ACPB2_ACNBl_ACNB2_ BLANK CARD ENDING OUTPUT REQUEST C C C C /PLOT BLANK card ending plot card BEGIN NEW DATA CASE BLANK card ending session
B1P
BID
11E Thyristor Rectifier.
BEGIN NEW DATA CASE NOSORT --- DATA BASE MODULE SERASE ARG PB1 , NB1 , PB2 , NB2 , DCP , DCN ARG T1B1 , T2B1 , T1B2_, T2B2_ ARG D1B1 , D2B1 , D1B2 , D2B2_ ARG DIORES, THYRES, DIOCAP, THYCAP NUM DIORES, THYRES, DIOCAP, THYCAP DUM ANDR1_, ANDR2_, ANDR3_, ANDR4_, ANDR5_, ANDR6_, ANDR7_, ANDR8_ /BRANCH C **** Lower bridge (B2) snubbers ********** C <NDE1><NDE2><NDE3><NDE4>< R >< L >< C >
DCN ANDR1_ 1.E-6 DCN NB2 DIORES DIOCAP
0 C
NB2 ANDR2_ 1.E-6 NB2 B2B1 DIORES DIOCAP
0 C
PB2 ANDR3_ 1.E-6 PB2 B2B1 THYRES THYCAP
0 C DCN ANDR4_ 1.E-6 DCN PB2 THYRES THYCAP
0 C C **** Upper bridge (B1) snubbers ********** C <NDE1><NDE2><NDE3><NDE4>< R >< L >< C >
B1B2 ANDR5_ 1.E-6 B2B1 ACNB1R DIORES DIOCAP
0 C
NB1 AND126_ 1.E-6 NB1 DCP DIORES DIOCAP
0 C
PB1 ANDR7_ 1.E-6 PB1 DCP THYRES THYCAP
3 C B1B2 ANDR8_ 1.E-6 B1B2 PB1 THYRES THYCAP
3 C C ***** Bridge 1 coupled to bridge 2 B1B2 B2B1 1.E-6
C /SWITCH C ** Lower bridge thyristors and diodes **** 13ANDR1_NB2 3 13ANDR2_132B1 3 13ANDR3_B2B1
CLOSED
CLOSED
D2B2
D1B2
T1B2 3
13ANDR4_PB2 T2B2_ 3 C 11ANDR3_B2B1 1.0 .001 T1B2_ 3 C 11ANDR4_PB2 1.0 .001 T2B2_ 3 C C ** Upper bridge thyristors and diodes **** 13ANDRS_NB1 CLOSED D2B1 3 13ANDR6_DCP CLOSED D1B1 1 13ANDR7_DCP T1B1_ 1 13ANDREI_PB1 T2B1 3 C 11ANDR7_DCP 1.0 .001 T1B1 1 C 11ANDR8_PB1 1.0 .001 T2B1 3 C BEGIN NEW DATA CASE C *** ***** *************************** ****** * ***** ** ***** ** ******** ** ********* *** C RECTIFIER C ******** ****** ********** ***** ********** ****** * ****** ******* ***** ** ***** *******
C This module represents a double bridge rectifier module C $PUNCH BLANK card ending session
Main Control Subroutine.
C
C RECTIFIER CONTROL OF THE 11E LOKO C *************************** *********************************** * ****** *** *****
MODELS C C **** ***** **** Include power factor calculation *********** SINCLUDE PWRFACT.MOD C ********************* ***** ***** ***** ******* ***************
C INPUT SING_ (V(SINC )), PANTO_ (V(PANTO_)) INPUT M1PB1_ (V(M1PB1_)), M1NB2_ {V(M1NB2_)} INPUT ACPB1_ {V(ACPB1_)}, ACNB1_ {V(ACNB1_)} INPUT ACPB2_ (V(ACPB2_)), ACNB2_ (V(ACNB2_)) INPUT B1PD (V(B1PD )), B2NR (V(B2NR )) INPUT I_MEAS {I(I_MEAS)}
C OUTPUT B1THY1, B1THY2, B2THY1, B2THY2 OUTPUT SIDI , B1D2 , B2D1 , B2D2_ OUTPUT EA1 , EA2 , EA3
C C *** VCB OUTPUT VCB_C_
C MODEL REFERENCE_CALC
INPUT AC_COS_PASS, SUPPLY_PASS INPUT AC1P, AC1N INPUT AC2P, AC2N INPUT DCP, DCN
C *** VCB OUTPUT VCB_M
C OUTPUT EA1, EA2, EA3 OUTPUT B1TH1_P_PASS, B1TH2_P_PASS OUTPUT B2TH1_P_PASS, B2TH2_P_PASS OUTPUT B1D1C_PASS , B1D2C_PASS OUTPUT B2D1C_PASS , B2D2C_PASS
C C **** ****** ******** VARIABLES ****** ***** ***** ***** *
VAR REF_Bl, REF_B2 C *** VCB VAR VCB_M
C VAR B1TH1_P_PASS, B1TH2_P_PASS, B2TH1_P_PASS, B2TH2_P_PASS VAR B1D1C_PASS , B1D2C_PASS , B2D1C_PASS , B2D2C_PASS
C VAR EA1, EA2, EA3 VAR AC1, AC2, DC .
C INITIAL CONDITIONS INIT REF_B1 := 1.0 REF_B2 := 1.0 DC := 0
C ** VCB VCB_M := 1
C ENDINIT C C ******** ***** Include thyristor switch control **** ******* $1NCLUDE ARMSWCH.MOD
***** ******** ***************** ***** ***** ******** **********
C EXEC C
C Calculation of referance values
C
C C REF Calculations ********* C C ** CONTROL OF BRIDGE 2 (Lower Bridge)
IF REF_B1 > -1.0 THEN REF_B1 := REF_B1 - (4/(STOPTIME/FULLSTEP)) EA1 := (-1*REF_B1 + 1)*215 EA2 := (-1*REF_B1 + 1)*215 EA3 := (-1*REF_B1 + 1)*215
ELSE REF_B1 := -1.0
ENDIF C C ** CONTROL OF BRIDGE 1 (Upper Bridge)
IF ((REF_B1 = -1.0) AND (REF_B2 > -1.0)) THEN REF_B2 := REF_B2 - (4/(STOPTIME/FULLSTEP)) EA1 := (-1*REF_B2 + 3)*215 EA2 := (-1*REF_B2 + 3)*215 EA3 := (-1*REF_B2 + 3)*215
IF REF_B2 < -1.0 THEN REF_B2 := -1.0
ENDIF ENDIF
C C EA1 := 0 C EA2 := 0 C EA3 := 0 C C REF_B1 := -1.0 C REF_B2 := 0.0 C AC1 := AC1P - AC1N AC2 := AC2P - AC2N DC := DCP - DCN
C ** VCB IF T > 1.50 THEN VCB_M := -1
ENDIF C C USE Armature Switch Control USE ARM_SWITCH_CONTROL AS ARM_SWCH
INPUT REFB1 := REF_B1 , REFB2 := REF_B2 INPUT AC_COS := AC_COS_PASS, SUPPLY := SUPPLY_PASS OUTPUT B1TH1_P_PASS := B1TH1_P, B1TH2_P_PASS := B1TH2_P OUTPUT B2TH1_P_PASS := B2TH1_P, B2TH2_P_PASS := B2TH2_P OUTPUT B1D1C_PASS := B1D1C , B1D2C_PASS := B1D2C OUTPUT B2D1C_PASS := B2D1C , B2D2C_PASS := B2D2C
ENDUSE C ****** * ***** ** ********* ***** ******** * ***** ***********
C ENDEXEC ENDMODEL REFERANCE_CALC C C C USE REFERENCE_CALC AS REF_CALC C *** VCB
OUTPUT VCBC := VCB_M C
INPUT AC_COS_PASS := SINC__, SUPPLY_PASS := PANTO_ INPUT AC1P := ACPB1_, AC1N : = ACNB1_ INPUT AC2P := ACPB2_, AC2N : = ACNB2_ INPUT DCP := B1PD_, DCN : = B2NR__ OUTPUT B1THY1 := B1TH1_P_PASS , B1THY2 := B1TH2_P_PASS OUTPUT B2THY1 := B2TH1_P_PASS , B2THY2 := B2TH2_P_PASS OUTPUT B1D1__ := B1D1C_PASS , B1D2__ := B1D2C_PASS OUTPUT B2D1__ := B2D1C_PASS , B2D2_ := B2D2C_PASS OUTPUT EA1 := EA1, EA2
EA2, EA3 EA3 C ENDUSE C C C USE POWER_F AS PFACT
INPUT V_IN := M1PB1_, V_OUT := M1NB2_, I_MEASURE := I_MEAS ENDUSE C RECORD C *•*** ARMATURE ******* C PFACT.P_FACTOR AS PF PFACT.V_RMS AS V_RMS
C PFACT.I_RMS AS I_RMS C PFACT.S_POWER AS S_POWR C PFACT.VOLT AS V_IN C REF_CALC.ARM_SWCH.B1TH1_P AS PB1T1 REF_CALC.ARM_SWCH.B1TH2_P AS PB1T2 REF_CALC.ARM_SWCH.B1D1C AS B1D1C REF_CALC.ARM_SWCH.B1D2C AS B1D2C REF_CALC.ARM_SWCH.REFB1 AS REFB1 REF_CALC.ARM_SWCH.REFB2 AS REFB2 REF CALC.ARM SWCH.AC COS AS SINC
C REF_CALC.AC1 AS AC1 REF_CALC.AC2 AS AC2 REF_CALC.DC AS DC REF_CALC.EA1 AS EA1
C ENDRECORD C ENDMODELS
Armature Switch Control Model
MODEL ARM_SWITCH_CONTROL INPUT AC_COS, SUPPLY INPUT REFB1 , REFB2
C OUTPUT B1TH1_P, B1TH2_P, B2TH1_P, B2TH2_P OUTPUT B1D1C, B1D2C, B2D1C, B2D2C
C
CONST DELAY {VAL: 0.5E-3} HISTORY B1TH_1 {DFLT: 0), B1TH_2 {DFLT: 0) HISTORY B2TH_1 {DFLT: 0), B2TH_2 {DFLT: 0)
C C C
VARIABLES
VAR B1TH_1, B1TH_2, B2TH_1, B2TH_2 VAR B1TH1_P, B1TH2_P, B2TH1_P, B2TH2_P VAR PAST11, PAST12, PAST21, PAST22 VAR B1D1C, B1D2C VAR B2D1C, B2D2C
C C ** ****** ****** INITIAL CONDITIONS ***** ********* *** INIT C REFB1 := 1.0 C REFB2 := 1.0 C
B1TH_1 := 0 B1TH_2 := 0 B2TH_1 := 0 B2TH_2 := 0
C
PAST11 := 0 PAST12 := 0 PAST21 := 0 PAST22 := 0
C
B1TH1_P := 0 B1TH2_P := 0 B2TH1_P := 0 B2TH2_P := 0
C ENDINIT C EXEC C **** Switching of the upper bridge (bridge 1) thyristors ****
IF (SUPPLY > 0) THEN B1TH_2 := 0 IF (REFB1 < AC_COS) THEN B1TH_1 := 1
ELSE B1TH_1 := 0
ENDIF ELSE
B1TH_1 := 0 IF ((REFB1*(-1)) > AC_COS) THEN B1TH_2 := 1
ELSE B1TH_2 := 0
ENDIF ENDIF
C C **** Generating thyristor pulses ***
IF B1TH_1 = 1 THEN PAST11 := PASTVAL(B1TH 1,T - DELAY,O)
B1TH1_P := (NOT PAST11 AND B1TH_1) ENDIF IF B1TH_2 = 1 THEN PAST12 := PASTVAL(B1TH_2,T - DELAY,O) B1TH2_P := (NOT PAST12 AND B1TH_2)
ENDIF C C **** Control of the diode switches
IF (B1TH_1 = 1) THEN B1D1C := 0
ENDIF IF (B1TH_1 = 0) THEN B1D1C := 1
ENDIF IF (B1TH_2 = 1) THEN B1D2C := 0
ENDIF IF (B1TH_2 = 0) THEN B1D2C := 1
ENDIF C C **** Switching of the lower bridge
IF (SUPPLY > 0) THEN
**
(bridge 2) thyristors
B2TH_2 := 0 IF (REFB2 < AC_COS) THEN B2TH_1 := 1
ELSE B2TH_1 := 0
ENDIF ELSE
B2TH_1 := 0 IF ((REFB2*(-1)) > AC_COS) THEN B2TH_2 := 1
ELSE B2TH_2 := 0
ENDIF ENDIF
C C **** Generating thyristor pulses ***
IF B2TH_1 = 1 THEN PAST21 := PASTVAL(B2TH_1,T - DELAY,O) B2TH1_P := (NOT PAST21 AND B2TH_1)
ENDIF IF B2TH_2 = 1 THEN PAST22 := PASTVAL(B2TH_2,T - DELAY,O) B2TH2_P := (NOT PAST22 AND B2TH_2)
ENDIF C
C **** Control of the diode switches ** IF (B2TH 1 = 1) THEN B2D1C := 0
ENDIF IF (B2TH_l = 0) THEN B2D1C := 1
ENDIF IF (B2TH 2 = 1) THEN B2D2C := 0
ENDIF IF (B2TH_2 = 0) THEN B2D2C := 1
ENDIF C ENDEXEC ENDMODEL -- REFERANCECALC
SUPPLY AC COS
REFB1 REFB2
Four Thyristor Control Signals
Four Diode Control Signals
Transformer Library
BEGIN NEW DATA CASE NOSORT --- DATA BASE MODULE $ERASE ARG PRP , PRN SCP1 , SCN1 , SCP2 , SCN2 ARG RMAG , IMAG1_ FLUX1_, FLUX2_
ARG PRIML, SEC1R_, SEC1L_, SEC2R_, SEC2L_, SECV
NUM RMAG , IMAG1_ FLUX1_, IMAG2_, FLUX2_ NUM PRIMR_, PRIML_ SEC1R_, SEC1L_, SEC2R_, SEC2L_, SECV
DUM T1 /BRANCH C ********* ***** ******** SINGLE PHASE TRANSFORMER **************** ****** *****
C --- C <RANSFORME>< >< I ><FLUX><BUS ><Rmag>
TRANSFORMER IMAG1_FLUX1 T1 RMAG
3
C < I >< FLUX > (current - flux pairs)
'MAGI_ FLUX1_
IMAG2_ FLUX2_ C ---
C <9999> (termination card)
9999
C <BUS1><BUS2>< >< R >< L ><VRAT>
01PRP PRN PRIMRPRIML_PRIMV_ 1 02SCP1 SCN1 SEC1R_SEC1L_SECV 1 03SCP2 SCN2 SEC2RSEC2L_SECV 1 C
C --- C DUPLICATE WINDING C <RANSFORMER><REF >< ><BUS >
c TRANSFORMER C <BUS1><BUS2>
C BEGIN NEW DATA CASE C *** ********** ** ******** ***** ***** *********** ******** * ***** * ***** **** ****** ****
C Transformer C
C This module represents a double winding transformer module C $PUNCH BLANK card ending session
PRN 0
SCP2 SEC2R SEC2L
o SCN1
(Values in kV) PRIML PRIMR PRIMV : SECV SEC1R SEC1L SCP1
o SCN2
PFC Circuit
BEGIN NEW DATA CASE NOSORT --- DATA BASE MODULE $ERASE ARG ACPF1_, ACNF1_ ARG ACPF2_, ACNF2_ ARG PFC_C_, PFC_L_ NUM PFC_C_, PFC_L_ DUM PFCB1_, PFCB2_ C /BRANCH C <NDE1><NDE2><NDE3><NDE4>< R >< L >< C > C C ********* UPPER BRIDGE (B1) C ACPF1_PFCB1_ PFC_C_ PFCBlACNFl_ PFC_L_
C C ********** LOWER BRIDGE (B2) **** ***** **** C ACPF2_PFCB2_ PFC_C_ PFCB2ACNF2_ PFCL_
BEGIN NEW DATA CASE C *********** ******* *** ******* ** ***** *********** ******* ** ***** ******************
C PFC CURCUIT C ************* ***** ************ ***** *******************************************
C This module represents the PFC circuit C $PUNCH BLANK card ending session
Power Factor Calculation Model
MODEL POWER_F INPUT V_IN, V_OUT, I_MEASURE VAR PERIOD_INC, RUNSTEP, P_FACTOR, PTOTAL, VTOTAL, ITOTAL
VAR POWER, V_RMS, I_RMS, S_POWER, VOLT, TS INIT PERIOD_INC := 1
0
0 0 0 0
PERIOD_INC := PERIOD_INC + 1 VOLT := V_IN - V_OUT PTOTAL := PTOTAL + VOLT * I_MEASURE VTOTAL := VTOTAL + ((VOLT) * (VOLT)) ITOTAL := ITOTAL + ((I_MEASURE) * (I_MEASURE)) RUNSTEP := (1/(50 * TIMESTEP)) IF PERIOD_INC = RUNSTEP THEN V_RMS := SQRT(VTOTAL/PERIOD_INC) I_RMS := SQRT(ITOTAL/PERIOD_INC) POWER := PTOTAL/PERIOD_INC S_POWER := V_RMS * I_RMS P_FACTOR := (POWER)/(S_POWER) PERIOD_INC := 1 PTOTAL := 0 VTOTAL := 0 ITOTAL := 0
ENDIF ENDEXEC
ENDMODEL --POWER_F
V_IN
V_OUT
!MEASURE
Model Power Factor Calculation
P_FACTOR := PTOTAL := 0 VTOTAL := 0 ITOTAL := 0 POWER := V_RMS := I_RMS := S_POWER :=
ENDINIT EXEC
N E v(n) x i(n) p = n=1
N S = 1
N
E v 2 (n) n=1 N x \
PF = —P
S
11E Motor
Main file for motor simulation
BEGIN NEW DATA CASE C C * MAIN PROGRAM OF MOTOR SIMULATION
C C C C In this data file the 11E MOTOR is simulated. C $PREF1X, C:\ATP\OWN_LIB\MOTOR\ C $SUFFIX, .PCH C C C C -DELT><-TMAX-><-XOPT-><-COPT-><EPSILN><TOLMAT> 1.0E-02 5.0E+2
C -IOUT><IPLOT-><IDBLE-><KSSOUT><MAXOUT><-IPUN-><MEMSAV>< - ICAT - ><NENERG><IPRSUP>
50 50 1 1 1 0 0 1 0
C C C MODELS C $1NCLUDE CTRL_11E.ATP C
INPUT B1PR {V(B1PR )}, B2NR_ {V(B2NR )} INPUT B1PDR_ {V(B1PDR_)}, ME_RES {V(ME_RES)} INPUT MEGN {V(MEGN )} OUTPUT V_ANKR, V_VELD
C USE CTRL_11E AS CTRL11E
INPUT B_EMFP := B1PR , B_EMFN := B2NR INPUT I_NDE := B1PDR_, I_MEAS := ME_RES INPUT A_SPEED := MEGN OUTPUT V_ANKR := ARM_CTRL, V_VELD := FLD_CTRL
C ENDUSE RECORD
CTRL11E.V_LOCO AS V_LOCO CTRL11E.ARM_CUR AS AR_CUR CTRL11E.FLD_CTRL AS VELD_C CTRL11E.BACK_EMF AS B_EMF
ENDRECORD ENDMODELS C /BRANCH C ******* Koppeling tussen Boublokke C <NDE1><NDE2><NDE3><NDE4>< R ›.‹ L C ********* Earthing
B2NR 1.E-6 FLD1NR 1.E-6
C ****** **** Supplies V_ANKRME_RES 1.E-6 ME_RESB1PDR_ 1.E-6 VANKR 1.E+8
>< C >
2
C V_VELDFLD1PR 1.E-6 V_VELD 1.E+8 2
C B1PR B2NR 1.E+8 2
C C Mechanical System C ARG MECHE_, $$ C MDAMP_, INERTI, TORQUE $$ $INCLUDE, MECH.PCH, MEGN , $$ C 25.E+0, 15.8E9, -2000. C ********* ******* ******* ***** * *****
BLANK CARD ENDING BRANCH CARDS /SWITCH c BLANK CARD ENDING SWITCHES C C C /SOURCE C ***** ***** SOURCE CARDS ** ****** **** C <NODE>IV<--AMPL--><--FREQ-><--TIME-0-><---A1---><--TIME1 - >< - TSTART - >< - TSTOP -- >
C 60V_ANKR -1.0
60V_VELD -1.0
C C $DUMMY, XYZ000 C ********* ******* ******* Inc lude motor modul e ****** ***** ***** ****** *******
C ARG C C C
C $INCLUDE,MOTOR.PCH, C C
RECTIN, FLDIN_, MEG ,
ARMIN_, FLDOUT,
RECTL_, FLDINT, B1PR , FLD1NR,
ARMOUT,
ARMR , OMGINT, B2NR ,
ARML , THEINT
FLDR , FLDL , LMUT ,
$$ $$ $$ $$
$$ $$ $$
RECTR_, ARMINT, B1PDR_, FLD1PR, MEGN
C C
0.0271, 0.,
4.5, -330.0,
0.014, 0.0,
2.4E-4, 0.0
0.055, 2.9E-4, 18.E-3, $$
C BLANK CARD ENDING ALL SOURCES C C C /INITIAL C Initial Conditions C <NDE1><NDE2>< I initial >< V_initial > c C END INITIAL CONDITIONS (NO BLANK CARD NEEDED) C C C C /OUTPUT ??? C ** ***** Output Request ******* c BLANK CARD ENDING OUTPUT REQUEST
C C C C /PLOT C Plot Cards c BLANK card ending plot card BEGIN NEW DATA CASE BLANK card ending session
MOTOR AND REACTOR
V_AN KR B1 PDR
ME_RES
B2NR
1---
FLD 1 PR VVELD
----.-- \/'-1--
FLDOUT 0
—I 11
11E Motor Control Model
MODEL CTRL_11E INPUT B_EMFP, B_EMFN INPUT I_NDE , I_MEAS INPUT A_SPEED
C OUTPUT ARM CTRL, FLD_CTRL
C VAR ARM_CTRL, FLD_CTRL VAR BACK_EMF, V_LOCO, ARM_CUR, POWER VAR ARM_CONST, FLD_CONST, LIMIT, WFIELD VAR L_ERR, L_CTRL, P_ERR, P_CTRL HISTORY L_ERR {DFLT: 0}, L_CTRL {DFLT: INIT ARM_CTRL := 0 FLD_CTRL := 18 ARM_CUR := 0 L_CTRL := 0 P_ERR := 0 POWER := 0 WFIELD := FALSE LIMIT := 1170 ARM_CONST := 5.0E-8 FLD_CONST := 2.5E-8
ENDINIT EXEC
0}, P_ERR {DFLT: 0}, P_CTRL {DFLT:
V_LOCO := 0.495 * A_SPEED BACK EMF := B_EMFP - BEMFN
C C *** Armature Current Limit
IF WFIELD = FALSE THEN ARM_CUR := (I_MEAS - I_NDE)/1.E-6 IF V_LOCO <= 25 THEN LIMIT := -3.2*V_LOCO + 1170 IF LIMIT <= 815 THEN LIMIT := 815
ENDIF L_ERR := LIMIT - ARM_CUR LAPLACE(L_CTRL/L_ERR) := (-21S2 + 21S1 + 1001)/(11S1) ARM_CTRL := ARM_CTRL + ARM_CONST * L_CTRL
ENDIF C C *** Armature Control (Constant Power)
IF V_LOCO > 25 THEN POWER := ARM_CUR * ARM_CTRL L_ERR := 700000 - POWER LAPLACE(L_CTRL/L_ERR) := (-21S2 + 101S1 + 11)/(11S1) ARM_CTRL := ARM_CTRL + ARM_CONST * L_CTRL IF (ARM_CTRL >= 860) THEN ARM_CTRL := 860 WFIELD := TRUE
ENDIF ENDIF
ENDIF C C *** Field Control (Constant Power)
IF ((WFIELD = TRUE) AND (V_LOCO < 90)) THEN ARM_CUR := (I_MEAS - I_NDE)/1.E-6 POWER := ARM_CUR * 860 P_ERR := 700000 - POWER LAPLACE(P_CTRL/P_ERR) := (1.01S1 + 0.011)/(11S1) FLD_CTRL := FLDCTRL - (FLDCONST * PCTRL)
0}
ENDIF ENDEXEC ENDMODEL CTRL 11E
TE A
Field Control
25Icm/h 34Icm/h
Armature Current Limited I Constant Power i
Speed
la Feedback
Ea Feedback
Speed Feedback
Model 11E Control
System
Armature • Control > Field
Control
Motor Library
BEGIN NEW DATA CASE NOSORT --- DATA BASE MODULE $ERASE ARG RECTIN, ARMIN_, ARMOUT ARG FLDIN_, FLDOUT ARG MEG ARG RECTR_, RECTL_, ARMR , ARML_ , FLDR_ , FLDL_, LMUT_ ARG ARMINT, FLDINT, OMGINT, THEINT, RNMROS NUM RECTR_, RECTL_, ARMR , ARML_, FLDR_, FLDL_, LMUT NUM ARMINT, FLDINT, OMGINT, THEINT DUM RECT , RECTOT C /BRANCH C <NDE1><NDE2><NDE3><NDE4>< R >< L >< C >
C Reactor L and R RECTINRECT RECTR_ RECT RECTOT
RECTL_ (REACTOR + COMP WINDINGS} 3 C
RECTOTARMIN_ 1.E-6 C /SOURCE C ****** ****** DC Motor ****** ******** C *** ******* * U.M. dat a ****** ********
19UM 00 0 BLANK CARD ENDING GENERAL U.M. SPEKS CARDS C C ***** MACHINE TABLE ***** C #d#q???<MECH><TACS>#p< J -inertia >< D -damping ><
EPSOM > FREQ
8 1 0333MEG 2 C **** d-axis **** C OMEGA >< Lmud(H) >!<
OMGINT LMUT C **** q-axis **** C THETAm >< Lmuq >!<
THEINT LMUT
Lmsd
Lmsq
>< FLUXsd
>< FLUXsq
>< FLUXrd
>< FLUXrq
C C BLANK BLANK
COIL TABLE ***** **
C **** q-axis **** (set #q in Machine Table to 0) C RESIS >< Lleak ><BUS1><BUS2><TACS>?< CUR init >
ARMR__ ARML__ ARMIN_ARMOUT ARMINT C **** d-axis **** (set #d in Machine Table for # of fields) C RESIS >< Lleak ><BUS1><BUS2><TACS>?< CUR init >
FLDR_ FLDL FLDIN FLDOUT FLDINT C BLANK CARD ENDING ALL U.M. DATA BEGIN NEW DATA CASE C C * TRACTION MOTOR C
**
C This module represents a seperately excited dc traction motor module C with a series reactor $PUNCH BLANK card ending session
RECTI
RECTOT
ARMIN
RECT
ARMR ARML
LMU
ARMOU
FLDIN FLDL FLDR
f:.
f3 FLDOUT
MEG
(_5
Mechanical Load
BEGIN NEW DATA CASE NOSORT --- DATA BASE MODULE $ERASE
• ARG MECHE_ ARG MDAMP_, INERTI, TORQUE NUM MDAMP_, INERTI, TORQUE DUM MECHT_ C /BRANCH C <NDE1><NDE2><NDE3><NDE4>< R >< L >< C > C MECHANICAL ANALOG MECHE_ MDAMP_ MECHE_ INERTI
C *******
MECHE MECHT 1.E-6 C /SOURCE C <NODE>IV< AMPL >< FREQ >< TIME C MECHANICAL SOURCE 14MECHT_-1 TORQUE 0.00001 C BEGIN NEW DATA CASE C *************** ******* ** ******** ** ******* ************ ******** * *********** *****
C 11E Mechanical Load C ******************** ****** **** ***** ********* ****** *** ******* ******************
C This module represents a mechanical load C $PUNCH BLANK card ending session
MECHE MECHT
TORQUE
High Frequency Transformer Model
Surge simulation
BEGIN NEW DATA CASE C C Generated by ATPDRAW Thu 6.Nov-1997 C a Bonneville Power Administration program C Programmed by H.K.H>idalen, EFI - NORWAY 1995 C $PREFIX,C:\ATP\ATPDRAW\LIB\ $SUFFIX, .LIB $DUMMY, XYZ000 C Miscellaneous Data Card POWER FREQUENCY 5.0E+01 1.0E-06 3.0E-04 0.0E+00 0.0E+00
1 1 0 3 0 0 0 1 0 C 1 2 3 4 5 6 7 C 34567890123456789012345678901234567890123456789012345678901234567890123456789 /BRANCH C< n 1>< n 2><refl><ref2>< R >< L >< C > C< n 1>< n 2><refl><ref2>< R >< A >< B ><Leng><><>0 MID TRX2IN 961. TRX1INTRX2IN .55E-3 TRX1OTMID 38.0 G6 G7 1.0E-6 F_IN IR_IN 1.0E-6
TRX1IN .0011 G1 1.0E-6
TRX4OTG4 .01 TRX1IN 1.
MID2 TRX4IN 6070. TRX3INTRX4IN 10.E-6 TRX3OTMID2 113.
G5 1.0E-6 TRX20TV_OUT1 1. TRX3INTRX1IN 1.0E-6 G2 G3 1.0E-6 GM2 1.0E-6 TRXMOTI_IN 1.
I_IN 1.00E6 IR_IN TRX1IN 1.0E-6
IR_IN 1.00E6 G8 1.0E-6 G3 1.0E-6 G7 1.0E-6
V_OUT1 1.00E6 G4 1.00E6 TRX4OT 1.00E6
/SWITCH C < n 1>< n 2>< Tclose ><Top/Tde >< Ie ><Vf/CLOP >< type /SOURCE C < n 1><>< Ampl. >< Freq. ><Phase/T0>< Al >< T1 >< TSTART >< TSTOP 14TRX1IN 1E-10 5.000E+01 0.0 0.0 -1. 1( 18G1 2.63TRX1OTG2 14TRX2IN 1E-10 5.000E+01 0.0 0.0 -1. 1( 18G3 2.00TRX2OTG4 14TRX3IN 1E-10 5.000E+01 0.0 0.0 -1. 1( 18G5 6.66TRX3OTG6
14TRX4IN 1E-10 5.000E+01 0.0 0.0 -1. 10.
18G7 5.TRX4OTG8
1E-10 5.000E+01 0.0 0.0 -1. 10
18TRX1IN .000001TRXMOTGM2 15F IN 0 10000. -250000. -500000. 1.
BLANK BRANCH BLANK SWITCH BLANK SOURCE F IN V OUT1I IN
BLANK OUTPUT BLANK PLOT BEGIN NEW DATA CASE BLANK
OEM model
Transient Simulation
BEGIN NEW DATA CASE C C * MAIN PROGRAM OF 11E LOKO SIMULATION C C -DELT><-TMAX-><-XOPT-><-COPT-><EPSILN><TOLMAT> 1.E-09 20.E-6
C -IOUT><IPLOT-><IDBLE-><KSSOUT><MAXOUT><-IPUN-><MEMSAV><-ICAT-><NENERG><IPRSUP> 1 1 1 1 1 0 0 1 0
C C C MODELS INPUT VCBN{V(VCBN)} OUTPUT VCB_C C MODEL CALC INPUT VCB_N OUTPUT VCB_M VAR VCB_M, RESTRIKE INIT VCB_M := -1 RESTRIKE := FALSE
ENDINIT C EXEC C VCB CONTROL ----
IF T >= 150E-9 THEN VCB_M := 1
ENDIF ENDEXEC ENDMODEL C USE CALC AS AC CALC
INPUT VCB_N := VCBN OUTPUT VCB_C := VCB_M
ENDUSE C RECORD AC_CALC.VCB_M AS VCB
ENDRECORD ENDMODELS C /BRANCH C C <NDE1><NDE2><NDE3><NDE4>< R >< L >< C > C ******** CONNECTING
SUPPLY 1 E+6 3 SUPPLYTMIN 1 E-6
C LOCO ********* C TM_OUTVCBP 1.E-6 TM_OUTCAA_IN 1.E-6 3
CAA_OTVCBP 1.E-6 3
VCBN CAB_IN 1.E-3 3
C --- With Inductor C VCBN CAB_IN 1.E-2 .12 3
C VCBN CAB_IN 50.E-6 3
C --- C --- With Cap C CAB_IN 1.E-2 .2 C CAB_IN 100. .25E-0 C --- C
CAB_OTC1
1.E-6 3
C C ************ Cs , Lm ***** ********** **
Cl CASE .86E-3 3
Cl Ll 1.E-6 3
Ll CASE 2.1E+5 3 Ll CASE 2.6E+5 3 Ll SEC 5.2E-3 3 SEC CASE 3.0E-3 3
SEC 1. 5.E-3 10. 3
CASE 1. 5.E-3 C C ***** ******* VCB
VCBP VCBN 1.E+6 C C ************** GROUNDING ************ VCBP 1.E+6 VCBN 1.E+6
C C * ******** ********* TM LINE C <NDE1><NDE2><NDE3><NDE4>< R >< L >< C > ?
TM_IN TM_OUT .0001 $DISABLE TM_IN .4E-3 3 TM_IN TM_OU1 .434.E-6 3 TM_OU1 .4E-3 3 1TM_OU1TM_OU2 .434.E-6 .4E-3 1TM_OU2TM_0U3TM_OU1TM_OU2 1TM_OU3TM_0U4TM_OU1TM_OU2 1TM_OU4TM_OU5TM_OU1TM_OU2 1TM_OU5TM_OU6TM_OU1TM_OU2 1TM_OU6TM_OU7TM_OU1TM_OU2 1TM_OU7TM_OUBTM_OU1TM_OU2 1TM_OU8TM_OU9TM_OU1TM_OU2 1TM_OU9TM_OUATM_OU1TM_OU2 1TM_OUATM_OUBTM_OU1TM_OU2 1TM_OUBTM_OUCTM_OU1TM_OU2 1TM_OUCTM_OUDTM_OU1TM_OU2 1TM_OUDTM_OUETM_OU1TM_OU2 1TM_OUETM_OUFTM_OU1TM_OU2 1TM_OUFTM_OUGTM_OU1TM_OU2 1TM_OUGTM_OUHTM_OU1TM_OU2 1TM_OUHTM_OUITM_OU1TM_OU2 1TM_OUITM_OUJTM_OU1TM_OU2
1TM_OUJTM_OUKTM_OU1TM_OU2 1TM_OUKTM_OULTM_OU1TM_OU2
1TM_OULTM_OUMTM_OU1TM_OU2
1TM_OUMTM_OUNTM_OU1TM_OU2
1TM_OUNTM_OUOTM_OU1TM_OU2
1TM_OUOTM_OUPTM_OU1TM_OU2
1TM_OUPTM_OUQTM_OU1TM_OU2
1TM_OUQTM_OURTM_OU1TM_OU2
1TM_OURTM_OUSTM_OU1TM_OU2
1TM_OUSTM_OUUTM_OU1TM_OU2
1TM_OUUTM_OUVTM_OU1TM_OU2
1TM_OUVTM_OUWTM_OU1TM_OU2
1TM_OUWTM_OUXTM_OU1TM_OU2
1TM_OUXTM_OUYTM_OU1TM_OU2
1TM_OUYTM_OUZTM_OU1TM_OU2
1TM_OUZTM_OUTTM_OU1TM_OU2
$ENABLE
C C ************* LOCO CABLE before VCB
CAA_IN 1. .75E-4
CAA_INCAA_1 .05.25E-3 CAA_1 .75E-4
1CAA_1 CAA_2 .05.25E-3.75E-4
1CAA_2 CAA_3 CAA_1 CAA_2 1CAA_3 CAA_4 CAA_1 CAA_2
1CAA_4 CAA_5 CAA_1 CAA_2
1CAA_5 CAA_6 CAA_1 CAA_2
C $DISABLE
C *** 6 + 19m cable
1CAA_6 CAA_7 CAA_1 CAA_2
1CAA_7 CAA_8 CAA_1 CAA_2
1CAA_8 CAA_9 CAA_1 CAA_2 1CAA_9 CAA_10CAA_1 CAA_2
1CAA_10CAA_11CAA_1 CAA_2
1CAA_11CAA_12CAA_1 CAA_2
1CAA_12CAA_13CAA_1 CAA_2
1CAA_13CAA_14CAA_1 CAA_2
1CAA_14CAA_OTCAA_1 CAA_2
1CAA_15CAA_16CAA_1 CAA_2
1CAA_16CAA_17CAA_1 CAA_2
1CAA_17CAA_18CAA_1 CAA_2
1CAA_18CAA_19CAA_1 CAA_2
1CAA_19CAA_20CAA_1 CAA_2
1CAA_20CAA_21CAA_1 CAA_2
1CAA_21CAA_22CAA_1 CAA_2
1CAA_22CAA_23CAA_1 CAA_2
1CAA_23CAA_24CAA_1 CAA_2
1CAA_24CAA_25CAA_1 CAA_2
1CAA_25CAA_26CAA_1 CAA_2
1CAA_26CAA_27CAA_1 CAA_2
1CAA_27CAA_28CAA_1 CAA_2
1CAA_28CAA_29CAA_1 CAA_2
1CAA_29CAA_30CAA_1 CAA_2
1CAA_30CAA_31CAA_1 CAA_2
1CAA_31CAA_32CAA_1 CAA_2
1CAA_32CAA_33CAA_1 CAA_2
1CAA_33CAA_34CAA_1 CAA_2
1CAA_34CAA_35CAA_1 CAA_2
1CAA_35CAA_36CAA_1 CAA_2 1CAA_36CAA_37CAA_i CAA_2 1CAA_37CAA_38CAA_1 CAA_2 1CAA_38CAA_39CAA_1 CAA_2 1CAA_39CAA_OTCAA_1 CAA_2
C $ENABLE C C C ******** ***** LOCO CABLE after VCB ***************
CAB_IN 1. .75E-4 CAB_INCAB_1 .05.25E-3 CAB_1 .75E-4 3
1CAB_1 CAB_2 .05.25E-3.75E-4 1CAB_2 CAB_3 CAB_1 CAB_2 1CAB_3 CAB_4 CAB_1 CAB_2 1CAB_4 CAB_5 CAB_1 CAB_2 1CAB_5 CAB_6 CAB_1 CAB_2 1CAB_6 CAB_7 CAB_1 CAB_2 1CAB_7 CAB_8 CAB_1 CAB_2 1CAB_8 CAB_9 CAB_1 CAB_2 1CAB_9 CAB_10CAB_1 CAB_2 1CAB_10CAB_OTCAB_1 CAB_2
$DISABLE C *** Standard length 5m (add for another 5m) 1CAB_11CAB_12CAB_1 CAB_2 1CAB_12CAB_13CAB_1 CAB_2 1CAB_13CAB_14CAB_1 CAB_2 1CAB_14CAB_15CAB_1 CAB_2 1CAB_15CAB_16CAB_1 CAB_2 1CAB_16CAB_17CAB_1 CAB_2 1CAB_17CAB_18CAB_1 CAB_2 1CAB_18CAB_19CAB_1 CAB_2 1CAB_19CAB_OTCAB_1 CAB_2
$ENABLE C C C <NDE1><NDE2><NDE3><NDE4>< R >< A >< B ><LNTH><><><>
C -1CAB_INCAB_OT 1.00 .5E-0 3.E-1 1. 0 0 0 C BLANK CARD ENDING BRANCH CARDS C C C /SWITCH 11VCBP VCBN VCB_C 3
BLANK CARD ENDING SWITCHES C C C /SOURCE C SOURCE CARDS C <NODE>IV<--AMPL--><--FREQ-><--TIME-0-><---A1---><- - TIME1 - >< - TSTART - >< - TSTOP -- >
C *** Sekond - r van Transformator vir ankerbeheer (brug 1 en 2) *** 14SUPPLY 38.2E+3 5.0E+1 -1.0
C BLANK CARD ENDING ALL SOURCES C C C /INITIAL C ***** Initial Conditions C <NDE1><NDE2>< I_initial >< V_initial >
C END INITIAL CONDITIONS (NO BLANK CARD NEEDED) C C C C /OUTPUT ??? C Output Request VCBP VCBN
BLANK CARD ENDING OUTPUT REQUEST C C C C /PLOT BLANK card ending plot card BEGIN NEW DATA CASE BLANK card ending session
Transmission ' Line
° T
Cable Cable
VCB
TT T,
Primary C2 Side I Secondary
Rrr Earth Return 13 Ti
VVire T 1 ism
Appendix C
Main Chopper File
BEGIN NEW DATA CASE C C Main Chopper File C $PREFIX, C:\ATP\OWN_LIB\CHOPPER\ $SUFFIX, .PCH C -DELT><-TMAX-><-XOPT-><-COPT-><EPSILN><TOLMAT>
0.2E-4 5.E-1 C -IOUT><IPLOT-><IDBLE-><KSSOUT><MAXOUT><-IPUN-><MEMSAV><-ICAT -><NENERG><IPRSUP>
10 10 0 0 0 0 0 1 C C C TACS HYBRID $DUMMY, CTR001 C ***** ****** ** Include chopper control module C ARG VC_REF, DIOCUR, GTOCUR, GTOGTT, DIOGTO $INCLUDE, CH CTRL, CH REF, DIOAND, GTOAND, GTOCRL, DIOCRL BLANK CARD ENDING TACS CARDS C MODELS OUTPUT CTRL_ C MODEL REF CALC
OUTPUT -FIEF VAR REF INIT
REF := 0 ENDINIT EXEC
REF := REF + (FULLSTEP/STOPTIME) ENDEXEC
ENDMODEL C USE REF CALC AS CALC OUTPUT CTRL := REF
ENDUSE C RECORD
CALC.REF AS REF ENDRECORD ENDMODELS C C C /BRANCH $DUMMY, AND001 C ************* Include chopper module C ARG POSIN , POS , NEG , DIOCUR, GTOCUR, GTOGTT, DIOGTO, $$ C RESIST, CAPAC1, CAPAC2 $INCLUDE, 14ECHOP, POS IN, POS OT, NEG IO, DIOAND, GTOAND, GTOCRL, DIOCRL, $$ C 330.0, 2880.0, 1.0 C C C $DUMMY, MOT001 C ******** ***** Include chopper module C ARG ARMIN_, ARMOUT, $$ C FLDIN_, FLDOUT $INCLUDE, MOTOR, ARM_IN, ARM_OT, $$ C FLDIN, FLD_OT C C C /BRANCH C Connection C <NDE1><NDE2><NDE3><NDE4>< R >< L >< C > SUPPLYPOSIN 1.E-6 1 NEGIO 1.E-6 1 CTRL CH REF 1.E-6
Rsnub Csnub
GTOCUR
GTOGTT
L _NE0 - 14ECHOPPER
CTRL 1.E+6 2 POS_OTARM_IN 1.0 ARM_OT 1.E-6 SP_FLDFLD_IN 1.E-6 FLD_OT 1.E-6
BLANK CARD ENDING BRANCH CARDS C C C /SWITCH C ***** SWITCH CARDS ******
BLANK RECORD ENDING SWITCHES C C C /SOURCE C SOURCE CARDS C <NODE>IV<--AMPL--><--FREQ-><--TIME-0-><---A1---><--TIME1-><-TSTART -><-TSTOP--> 14SUPPLY 3000.0 0.00001 14SP_FLD 200.0 0.00001 60CTRL BLANK CARD ENDING ALL SOURCES C C C /INITIAL C ***** Initial Conditions C END INITIAL CONDITIONS (NO BLANK CARD NEEDED) C C C /OUTPUT C ***** ** Output Request ******* C
BLANK CARD ENDING OUTPUT REQUEST C C C /PLOT C ***** Plot Cards ***** BLANK card ending plot card BEGIN NEW DATA CASE BLANK card ending session
Chopper Library
BEGIN NEW DATA CASE NOSORT --- DATA BASE MODULE $ERASE ARG POSIN_, POS , NEG , DIOCUR, GTOCUR, GTOGTT, DIOGTO ARG RESIST, CAPAC1, CAPAC2 NUM RESIST, CAPAC1, CAPAC2 /BRANCH C **** Chopper Circuit (Input Caps) *** ***** C <NDE1><NDE2><NDE3><NDE4>< R >< L >< C >
POSIN_NEG 0.05 CAPAC1 C ************* Snubb
DIOCURPOS RESIST CAPAC2 GTOCURPOS RESIST CAPAC2 POSIN_GTOCUR 1.0E-6 NEG DIOCUR 1.0E-6
C /SWITCH C ******** Chopper circuit Switches C <NDE1><NDE2><---VIG--><--IHOLD-><-IDEION-> <CLSD><SM><GRID><CL/O> 13DIOCURPOS CLOSED DIOGTO 13GTOCURPOS GTOGTT C 11POS POSIN_ 0.6 10.E-3 C BEGIN NEW DATA CASE C C Single Phase Chopper C C This module represents a single phase chopper circuit inclueding snubbers. C The value of the snubbers may be changed. Firing signal must be supplied $PUNCH BLANK card ending session
Chopper Pulse Generator
BEGIN NEW DATA CASE NOSORT --- DATA BASE MODULE $ERASE ARG VC_ REF, DIOCUR, GTOCUR, GTOGTT, DIOGTO DUM IMPULS, CURR_ C /TACS C ** Inputs for diode control 93GTOCUR {Monitor state of GTO from which the current must comutate) 91DIOCUR {Monitor current through the diode} C ** Referance input for chopper control 90VC_REF C ** Generating the Thyristor pulse C 11VC REF 0.50 24RAMP 1.0 4.000E-3 98GTOGTT = VC_REF .GE. RAMP C ** Control of the Diode 98IMPULS = .NOT. GTOGTT .AND. GTOCUR 98CURR_ = DIOCUR .GT. 0.0001 98DIOGTO = .NOT. GTOGTT .AND. (IMPULS .OR. CURR_ ) C ** TACS output variables 33GTOGTTDIOGTO C BEGIN NEW DATA CASE C C Single Phase Chopper Controller C C This module represents a sim1lified chopper controller. C $PUNCH BLANK card ending session
Sepex Motor controlled by the Chopper
BEGIN NEW DATA CASE NOSORT --- DATA BASE MODULE $ERASE ARG ARMIN_, ARMOUT ARG FLDOUT DUM MECH , TEMECH C /BRANCH C <NDE1><NDE2><NDE3><NDE4>< R >< L >< C > C Mechanical System MECH TEMECH 1.E-6 TEMECH 1.E+2 TEMECH 1.E+8
C /SOURCE C DC Motor C *********** U.M. data 19UM 00 0 BLANK CARD ENDING GENERAL U.M. SPEKS CARDS C C ***** MACHINE TABLE ***** C #d#q???<MECH><TACS>#p< J -inertia >< D -damping >< EPSOM >< FREQ 8 1 0333MECH 2
C **** d-axis **** C OMEGA >< Lmud(H) >!< Lmsd >< FLUXsd >< FLUXrd >
20.E-3 C **** q-axis **** C THETAm >< Lmuq >!< Lmsq >< FLUXsq >< FLUXrq >
20.E-3 C C ****** COIL TABLE ** ***** BLANK BLANK C **** q-axis **** (set #q in Machine Table to 0) C RESIS >< Lleak ><BUS1><BUS2><TACS>?< CUR init >
.015 24.E-5ARMIN ARMOUT C **** d-axis **** (set #d in Machine Table for # of fields) C RESIS >< Lleak ><BUS1><BUS2><TACS>?< CUR init >
.50 30.E-5FLDIN_FLDOUT C BLANK CARD ENDING ALL U.M. DATA BEGIN NEW DATA CASE C C * TRACTION MOTOR C C This module represents a separately excited dc traction C motor module. $PUNCH BLANK card ending session
![3.1 การใช้โปรแกรม ATP-EMTP[2][5]dspace.spu.ac.th/bitstream/123456789/4684/5/5บทที่3.pdf · ของ BPA DCG/EPRI และ ATP-EMTP ของ](https://img.pdfslide.us/doc/110x75/5e862ef230e7a40dc403f3ef/31-aaaafaaaaaaaaa-atp-emtp25-aaaa3pdf.jpg)
