2005 EE533

Week 10 APM System

AC Traction Power Supply System

Paul Lo
Senior Electrical Engineer
1

Automated People Mover HK International Airport

HK International Airport
Passenger Terminal Building
Layout Map

Ea
st H
all

West H
all

APM System
Runs between
East Hall and
West Hall
2

Automated People Mover System - Route Map

APM Trains

APM Train System - Technical Data

Train Speed

Maximum: 70 km/h
Acceleration: 0.98 m/s2 maximum
Deceleration: 1 m/s 2 maximum
Emergency deceleration: 1.5 m/s2 maximum

Route Length

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

Overall (included siding) : 1300 meters

The first driverless electrification transportation

system in HK
4

APM Traction Power Distribution System

PDS key data

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

Installation Capacity: 2500kVA (up to 3000KVA)

APM trains current collection method :

-

3rd Power Rail System

11kV 3 Supply

PDS Simplified Single Line Diagram

LEGEND

11kV RMU

Traction
Transformer

Isolator (N/O)
Isolator (N/C)

ACB (N/O)

East Hall
Substation

Section Insulator

ACB (N/C)

Cable Section
Depot
Substation

Harmonic Filter
Stinger System

West Hall
Arrival
Platform
End of
Line

Power Rail

East Hall
Arrival
Platform
APM
Depot

Power Rail
West Hall
Departure
Platform

East Hall
Departure
Platform

PDS Major Equipment Data

Traction Transformer
-

Standards :

BS171, IEC60076

Vector Group :

Dyn11

Type of insulation :

Cast Resin Epoxy

Rated power :

2500 kVA

Rated primary voltage :

11 kV AC 3-phase

Rated secondary voltage :

600 V AC, 3-phase

Rated frequency :

50Hz

Power frequency / Impulse withstand voltage :

28 kV / 75 kV peak

Impedance voltage :

6.5%

Thermal Class :

Type of cooling :

AN

LV Insulation Level :

3 kV

OFF load tap changer :

+/- 5% step 2.5%

PDS Equipment
Photos

TR01

11KV / 600V
Traction Transformer Room

Photo area

TR02

Lifting Lugs
LV Terminal

PDS Equipment

Name Plate

Upper
Frame
HV Terminal

Transformer
Internal Layout

Interphase
Lead
No Voltage
Tap Changer

Lower
Frame
Anti-vibration
Rubber
Wheel

PDS Equipment
Transformer Construction
1 Lifting lugs
2 LV Terminals
3 HV Coil
4 LV Coil Termination
5 Core Bandage
6 LV Coil
7 Pulling Holes
8 Lower Frame
9 Core Yoke
10 Core Bolt Insulation
11 Core Pressing Bolts
12 Upper Frame
13 Coil Clamp Adjustor
14 Tap Link
15 Resin Support Block
15A Resilient Pad
16 Core Legs
17 Tie Bars
18 HV Terminal
19 HV Taps
20 Anti-Vibration Rubber
21 Trolley Frame
22 Bi-directional Wheel
23 HV Conductors
24 Air Duct for Cooling
25 LV Conductors

10

PDS Equipment
Photos
Traction Transformer
Photo 2 -

Photo area

Transformer core inside

Outgoing Cables

Housing
600V side
Star Connection

Star Point

11

PDS Equipment
Photos
Insulator

Photo area
Incoming 11kV Cables

Traction Transformer
Photo 3 Transformer core inside
Housing
11kV side
Delta Connection

CastResin Core

No Voltage tap changer

12

Interphase lead

PDS Equipment
Photos
Traction Transformer
Photo 4

Photo area

Core Construction

Air duct between core

for heat dissipation

Copper Winding are embedded

inside the cast resin core
13

East Hall S/S Layout

Departure Line Tunnel

Cable Trench
to APM Tunnel

Battery &
Charger
Cable Trench

Main Switchboard

Harmonic
Filter

Au
xil
iar
yP
lan
tro
om

RTU

East Hall Substation

14

PDS Equipment 600V Switchboard

Technical Data
-

Standards :

EN60439, IEC947

Rated voltage :

600V AC

Rated busbar current :

2500 A

Rated CB current (incomer) :

2500 A

Rated CB current (line feeder) :

2500 A

Breaking capacity :

50 kA

CB pole numbers :

Fault current withstand :

50 kA 1 sec.

Type of insulation :

Air

Type of interruption :

ACB

15

PDS Equipment 600V Switchboard

Switchgear Designation
Device No.

Function

52S1

Incomer - Transformer No. 1

52S2

Incomer - Transformer No. 2

52F1

Line Feeder Arrival

52F2

Line Feeder Departure

52F3

Depot Feeder

52FL1

Harmonic Filter Feeder No.1

52FL2

Harmonic Filter Feeder No.2

DS0

Isolator - Busbar

DS1

Isolator Feeder

DSF1

Isolator Arrival

DSF2

Isolator - Departure

16

600V switchboard Single line diagram

DS1
DSF1

52FL1

DSF2

52F1

DS0

52F2

52F3

52S2

52S1

TR1

17

52FL2

TR2

PDS Equipment Photos 600V switchboard

52FL1

52F1

52S1

DS0

52S2

52F2

52FL2

52F3

18

PDS Equipment Photos 600V Switchboard

Control
Compartment

Photo area

52FL1

52F1

52S1 DS0

Circuit Breaker
Compartment

19

PDS Equipment Photos ACB Panel

Air Circuit Breaker

20

10

PDS Equipment Power Rail System

Technical Data
-

Rated voltage :

600V AC

Rated current :

1200 A

Impedance :

0.0334+j0.16 ohm/km

Sectional Area

Aluminum :

1113 mm2

Stainless Steel :

114 mm2

Weight :

3.9 kg / m

21

PDS Equipment Photos Power Rail

Aluminum

Stainless Steel
Contact Surface
with pantograph

Power Rail

22

11

PDS Equipment Photos Power Rail

Insulator

Power Rail

RED

Co
nc
re
te
Ra
il P
lin
th

Yellow

Blue

23

PDS Equipment Photos Power Rail

Infeed Power Cables

Rail Plinth

d
Re

low Blue
Yel

Power Rail

Insulator

24

12

PDS Equipment Stinger System

Technical Data
-

Overhead Conductor Rail System

Rated voltage :

600V AC, 3 Phase

Rated current :

200 A

Traveling Speed

Below 15 km/h

No. of Conductor Rail

Function
-

This system allow the train operate in Depot area by overhead mobility
system

25

PDS Equipment Stinger System

System Layout

26

13

PDS Equipment
Photos
Stinger System - 01

Conductor Bars inside

Cable & Plug

27

PDS Equipment
Photos
Stinger System - 02

Cable & Plug

28

14

PDS Equipment
Photos
Stinger System - 03

APM Train

29

Cable & Plug

PDS Equipment
Photos
Stinger System - 04

Cable & Plug

30

15

APM Train System - Consist layout and data

APM Train
-

Train Consist:

Basic module 1 x two cars consist

Passenger capacity :

152 persons

Vehicle dimension (mm):

9850 long x 2700 wide x 3510 high per car

Tare weight :

11.8 tons / two car consist

Rated voltage :

3-phase AC, 600V, 50 Hz

31

APM Train Photos Train 01

saloon

Pantograph

32

16

APM Train Photos Train 02

Carbon
Brush

Red
Yellow

Blue

33

APM Train Photos Train 03

Carbon Brush

Red

Blue

34

17

PDS Supply Configuration Mainlines

11kV 3 Supply
11kV RMU

Reliability, Availability,
Maintainability

TR02

TR01

52S1

52S2
DS0

52FL1

52F1

52FL2

52F2

52F3

APM
DEPOT

DSF1

Arrival Line
Power Rail
Departure Line
Power Rail

35

West Hall
Arrival
Platform

East Hall
Arrival
Platform

West Hall
Departure
Platform

East Hall
Departure
Platform

DS1

DSF2

PDS - Supply Configuration 1

11kV 3 Supply

Normal Operation - TR01

-

TR01 On

52S1, 52F1 & 52F2 closed

DSF1, DSF2 closed

DS0 close, DS1 open

11kV RMU
TR02

TR01
Traction
Current
Flow
direction 52S1

52S2
DS0

52FL1

52F1

52F2

52FL2

Z
Z

DSF1

Arrival Line
Power Rail
Departure Line
Power Rail

36

West Hall
Arrival
Platform

East Hall
Arrival
Platform

West Hall
Departure
Platform

East Hall
Departure
Platform

DS1

52F3
APM
DEPOT

DSF2

18

PDS - Supply Configuration 2

11kV 3 Supply

Normal Operation - TR02

-

TR02 On

52S2, 52F1 & 52F2 closed

DSF1, DSF2 closed

DS0 close, DS1 open

11kV RMU
TR02

TR01

52S1

Traction
Current
Flow
direction

52S2
DS0

52FL1

52F1

52F2

52FL2

52F3

APM
DEPOT

DSF1

Arrival Line
Power Rail
Departure Line
Power Rail

37

West Hall
Arrival
Platform

East Hall
Arrival
Platform

West Hall
Departure
Platform

East Hall
Departure
Platform

DS1

DSF2

PDS Emergency Configuration 1

11kV 3 Supply

TR01 - Power Loss

-

Trains normally feeds by TR01

52S1, 52F1 & 52F2 closed

DSF1, DSF2 closed

DS0 close, DS1 open

11kV RMU
TR02

TR01

52S1

52S2
DS0

52FL1

52F1

52F2

52FL2

Z
Z

DSF1

Arrival Line
Power Rail
Departure Line
Power Rail

38

West Hall
Arrival
Platform

East Hall
Arrival
Platform

West Hall
Departure
Platform

East Hall
Departure
Platform

DS1

52F3
APM
DEPOT

DSF2

19

PDS Emergency Configuration 1 (Cont)

11kV 3 Supply

TR01 - Loss Power

-

Trains normally feeds by TR01

52S1, 52F1 & 52F2 closed

DSF1, DSF2 closed

DS0 close, DS1 open

TR01 is de-energized

52S2 close automatically

TR02 feeds the trains continuously

Arrival Line
Power Rail
Departure Line
Power Rail

39

11kV RMU
TR02

TR01

52S1

Traction
Current
Flow
direction

52S2
DS0

52FL1

52F1

52F2

52FL2

52F3

APM
DEPOT

DSF1

West Hall
Arrival
Platform

East Hall
Arrival
Platform

West Hall
Departure
Platform

East Hall
Departure
Platform

DS1

DSF2

PDS Emergency Configuration 2

11kV 3 Supply

TR02 - Loss Power

-

Trains normally feeds by TR02

52S2, 52F1 & 52F2 closed

DSF1, DSF2 closed

DS0 close, DS1 open

11kV RMU
TR02

TR01

52S1

52S2
DS0

52FL1

52F1

52F2

52FL2

Z
Z

DSF1

Arrival Line
Power Rail
Departure Line
Power Rail

40

West Hall
Arrival
Platform

East Hall
Arrival
Platform

West Hall
Departure
Platform

East Hall
Departure
Platform

DS1

52F3
APM
DEPOT

DSF2

20

PDS Emergency Configuration 2 (cont)

11kV 3 Supply

TR02 - Loss Power

11kV RMU

Trains normally feeds by TR02

52S2, 52F1 & 52F2 closed

DSF1, DSF2 closed

DS0 close, DS1 open

TR02 is de-energized

52S1 close automatically

TR01 feeds the trains continuously

Arrival Line
Power Rail
Departure Line
Power Rail

41

Traction
Current
Flow
direction

TR02

TR01

52S1

52S2
DS0

52FL1

52F1

52F2

52FL2

52F3

APM
DEPOT

DSF1

West Hall
Arrival
Platform

East Hall
Arrival
Platform

West Hall
Departure
Platform

East Hall
Departure
Platform

DS1

DSF2

PDS Emergency Configuration 3

11kV 3 Supply

ACB 52F2 fail to close

-

52S1, 52F1 & 52F2 closed

DSF1, DSF2 closed

DS0 close, DS1 open

11kV RMU
TR02

TR01
Traction
Current
Flow
direction 52S1

52S2
DS0

52FL1

52F1

52F2

52FL2

Z
Z

DSF1

Arrival Line
Power Rail
Departure Line
Power Rail

42

West Hall
Arrival
Platform

East Hall
Arrival
Platform

West Hall
Departure
Platform

East Hall
Departure
Platform

DS1

52F3
APM
DEPOT

DSF2

21

PDS Emergency Configuration 3 (Cont)

11kV 3 Supply

ACB 52F2 fail to close

-

52S1, 52F1 & 52F2 closed

DSF1, DSF2 closed

DS0 close, DS1 open

52F2 is tripped & cannot close

Close DS1

Departure Line feed continuously

11kV RMU

Departure Line
Power Rail

43

52S2
DS0

52FL1

52F1

52F2

52FL2

52F3

APM
DEPOT

Traction current flow through 52F1

is equal to total traction current in
Arrival and Departure Line

Arrival Line
Power Rail

TR02

TR01
Traction
Current
Flow
direction 52S1

DSF1

West Hall
Arrival
Platform

East Hall
Arrival
Platform

West Hall
Departure
Platform

East Hall
Departure
Platform

DS1

DSF2

PDS Emergency configuration 4

11kV 3 Supply

ACB 52F1 fail to close

-

52S1, 52F1 & 52F2 closed

DSF1, DSF2 closed

DS0 close, DS1 open

11kV RMU
TR02

TR01
Traction
Current
Flow
direction 52S1

52S2
DS0

52FL1

52F1

52F2

52FL2

Z
Z

DSF1

Arrival Line
Power Rail
Departure Line
Power Rail

44

West Hall
Arrival
Platform

East Hall
Arrival
Platform

West Hall
Departure
Platform

East Hall
Departure
Platform

DS1

52F3
APM
DEPOT

DSF2

22

PDS Emergency Configuration 4 (Cont)

11kV 3 Supply

ACB 52F1 fail to close

-

52S1, 52F1 & 52F2 closed

DSF1, DSF2 closed

DS0 close, DS1 open

52F1 is tripped & cannot close

Close DS1

Departure Line feed continuously

11kV RMU

Departure Line
Power Rail

45

52S2
DS0

52FL1

52F1

52F2

52FL2

52F3

Z
Z

Traction current flow through 52F2

is equal to total traction current in
Arrival and Departure Line

Arrival Line
Power Rail

TR02

TR01
Traction
Current
Flow
direction 52S1

DSF1

West Hall
Arrival
Platform

East Hall
Arrival
Platform

West Hall
Departure
Platform

East Hall
Departure
Platform

DS1

APM
DEPOT

DSF2

APM Train System Train Operation Modes

Mode 1 - Dual Shuttle Mode
-

APM train is running between East Hall and West Hall without crossing to
other line

Only two trains running

PDS is operated at ~ 50% of installed capacity

Arrival Line

Departure Line

West Hall
Arrival
Platform

East Hall
Arrival
Platform

West Hall
Departure
Platform

East Hall
Departure
Platform

46

23

APM Train System Train Operation Modes

Dual Shuttle Running Demonstration

Arrival Line

Departure Line

West Hall
Arrival
Platform

East Hall
Arrival
Platform

West Hall
Departure
Platform

East Hall
Departure
Platform

47

APM Train System - Train Operation Modes

Mode 2 - Normal Pinched Loop
-

APM trains are running between East Hall and West Hall in a loop

Maximum four trains are running in system

PDS is operated at ~ 100% of installed capacity

Arrival Line

Departure Line

West Hall
Arrival
Platform

East Hall
Arrival
Platform

West Hall
Departure
Platform

East Hall
Departure
Platform

48

24

APM Train System - Train Operation Modes

Normal Pinched Loop Demonstration

Arrival Line

Departure Line

West Hall
Arrival
Platform

East Hall
Arrival
Platform

West Hall
Departure
Platform

East Hall
Departure
Platform

49

APM Trains Operation Modes

Normal Pinched Loop Demonstration

Arrival Line

Departure Line

West Hall
Arrival
Platform

East Hall
Arrival
Platform

West Hall
Departure
Platform

East Hall
Departure
Platform

50

25

PDS Design Requirement

Design Deliverables (Safety, RAM, $)

System design, Equipment Rating Selection (S, RAM, $)

Fault level and protection coordination Safety

Voltage Drop Train performance at minimum voltage

Cable system temperature rise Thermal impact

Harmonic assessment - Interference impact

51

PDS Design Flow Case Study

Assumptions
-

The harmonic filter / power factor correction equipment is

purposely put out of service to simulate the maximum load
current scenario.

The fault level at source point 11kV side is 350MVA

Cable have same dimension will have equal impedance and will
share equal current when connected in parallel

Case Study
Voltage drop Calculation
Harmonic Assessment
Cable Temperature rise
52

26

PDS - Design Interface with Train System

Train current profile
-

Different Service Modes Different Current profile, full load, train

start and coast
1. Dual Shuttle Mode (one train per line)
2. Normal Pinched Loop (two trains per line)

Train Consist
-

Maximum 4 nos. train running in system

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

53

PDS - Design Interface with Train System

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

54

27

PDS - Design Interface with Train System

Train current profile - Enlargement
Peak 1178.6A

55

PDS Design Interface with Train System

Train current and voltage characteristics
-

Minimum Operation Voltage

i.e. Terminal Voltage at pantograph = 440V

Amperage Characteristic
Different Train Consist
Configuration

RMS Running
Current (A)

Peak Starting
Current (A), 15S

1 x 2-car (full load)

130

670

1 x 4-car (full load)

260

1,340

1 x 2-car (no load)

80

200

1 x 4-car (no load)

160

400

Power Factor = 0.97

56

28

Traction Power System Design

Service Modes and Trains Consist Combination

Summary of Train Current

Train on
Arrival Line

Train on
Departure
Line

1 x 2 car

1 x 2 car

starting
full load

starting
full load

1 x 2 car

1 x 2 car

running
full load

running
full load

1 x 4 car

1 x 4 car

starting
full load

starting
full load

1 x 4 car

1 x 4 car

running
full load

running
full load

Operation

Mode

Dual Shuttle

Dual Shuttle

Dual Shuttle

Dual Shuttle

Normal
Pinched Loop

2 x 2 car

2 x 2 car

starting
full load + no
load

starting
full load + no
load

Normal
Pinched Loop

2 x 2 car

2 x 2 car

running
full load + no
load

running
full load + no
load

57

Arrival Track
Feeder circuit
52F1

Departure Track
Feeder circuit
52F2

Transformer
circuit
52S1 / 52S2

670

670

1340

130

130

260

1340

1340

2680

260

260

520

870

870

1740

210

210

420

Traction Power System Design Interface

11kV 3 Supply

PDS equipment rating

11kV RMU
TR1

TR2

Traction Tx

L5 : 7 x 240 mm cables
52S2

52S1

52F1
52FL1

4 x 240
mm2
cables

DSF1
2

L1 : 4 x 240 mm cables
West Hall
Arrival
Platform
End of
Line

Power Rail

52F2
52FL2
Z

DSF2

APM
DEPOT

L3 : 4 x 240 mm 2 cables

East Hall
Arrival
Platform
APM
Depot

Power Rail
West Hall
Departure
Platform

East Hall
Substation

East Hall
Departure
Platform

58

29

PDS Design Equipment rating

Traction Supply System Equipment Capacity
Equipment ID

Installed
Rating

Equipment Type

Peak
Amperage
Capacity
in 15 sec.
(A)

Rated
Amperage
Capacity
(A)

TR1, TR2

11/0.6kV Traction Transformer 2,500 kVA 2,400

6,350

52S1, 52S2

600V ACB

2,500A

2,500

22,000

52F1, 52F2

600V ACB

2,500A

2,500

22,000

DSF1, DSF2

600V Isolator

2,500A

2,500

22,000

L5

600V Power Cables ( 7 nos. )

2,790A

2,788

46,000

L1, L3

600V Power Cables ( 4 nos. )

1,682A

1,682

27,720

Power Rail

600V Power Rail System

2,330A

2,330

30,290
Manufacturers
data

Equipment Short Circuit Rating = 50kA, 1 second

59

PDS Design of Equipment Rating

Verification on Equipment Continuous Capacity
Acceptance Criteria:
The Installed Amperage Capacity shall higher than the Maximum Continuous Train
Current (in RMS value).
Installed
Amperage
Capacity
(A)

Max. RMS
Continuous
Train Current
(A)

Capacity utilized
( %)

Fulfill
acceptance
criteria

TR1, TR2

2,400

520

22

Yes

52S1, 52S2

2,500

260

10

Yes

52F1, 52F2

2,500

260

10

Yes

DSF1, DSF2

2,500

260

10

Yes

L5

2,788

520

19

Yes

L1, L3

1,682

260

16

Yes

60 Power Rail

2,330

260

11

Yes

Equipment ID

30

Traction Power System Design

Verification on Equipment Peak Amperage Capacity
Acceptance Criteria:
The Installed Amperage Capacity shall higher than the Maximum Peak Train
Current.
Installed
Peak Amperage
Capacity
(A)

Peak
Train Current
(A)

Capacity utilized
( %)

Fulfill
acceptance
criteria

TR1, TR2

6350

2680

42

Yes

52S1, 52S2

22000

1340

Yes

52F1, 52F2

22000

1340

Yes

DSF1, DSF2

22000

1340

Yes

L5

46000

2680

Yes

L1, L3

27720

1340

Yes

61 Power Rail

30290

1340

Yes

Equipment ID

PDS Design Voltage Drop Assessment

Given Data
-

240mm2 3/C traction power cable Impedance: 0.175+j0.125 ohm/km

Power Rail Impedance: 0.05+j0.086 ohm/km

Distance between TR01 to 52S1 = 50m

Distance between DSF1 to Arrival Line Power Rail = 25m

Distance between DSF2 to Departure Power Rail = 13m

Distance between East Hall Substation and West Hall = 770m

Peak Starting Current at full load scenario

TR01

West
Hall

IA = 1340A, IB = 1340A, IC = 2680A

Power Rail

IA

52S1

Arrival
Line

52F1

52F2

DSF1

DSF2

L1

IA
L3

IB

L2
Power Rail

IB

IC

L5

Departure Line
L4

62

31

Traction Power System Design

Transformer Circuit Impedance
Z L5 =

0.175 + j0.125
0.05 = 0.00125 + j0.0009 ohm
7

TR01
7 x 240 mm 3/C
Cables in parallel
2

L5
52S1
52F1

Item

Impedance of

Unit
Length (km) Impedance
(ohm/km)

Total Impedance (ohm)

ZL5

Cables
(TR01 to 52S1

L5 = 0.05

0.00125+j0.0009

0.175+j0.125

52F2

0.0015435.5O

(7 cables in parallel)

Impedance of cables = (Length x Unit Impedance) / no. of parallel cables

63

Traction Power System Design

Arrival Line Impedance
Z L1 =

0.175 + j0.125
0.025 = 0.0011 + j0.0008 ohm
4

Z L2 = (0.05 + j0.086) 0.025 = 0.0385 + j0.0662 ohm

East Hall
DSF1
West
Hall

L1

Power
Rail

4 x 240 mm2 3/C

Cables in parallel

L2

Item

Impedance of

Unit
Length (km) Impedance
(ohm/km)

Total Impedance (ohm)

ZL1

Cables
(DSF1 to Power Rail)

L3 = 0.025

0.175+j0.125

0.0011+j0.0008

ZL2

Power Rail
(feeding train @ West
Hall)

L4 = 0.77

0.05+j0.086

0.0385+j0.0662

(4 cables in parallel)

0.0013636O

0.0765860O

Impedance of cables = (Length x Unit Impedance) / no. of parallel cables

64

32

Traction Power System Design

Departure Line Impedance
Z L3 =

0.175 + j0.125
0.013 = 0.00055 + j0.0004 ohm
4

Z L4 = (0.05 + j0.086) 0.025 = 0.0385 + j0.0662 ohm

East Hall
DSF2
West
Hall

L3

Power
Rail

4 x 240 mm2 3/C

Cables in parallel

L4

Item

Impedance of

Unit
Length (km) Impedance
(ohm/km)

Total Impedance (ohm)

ZL3

Cables
(DSF2 to Power Rail)

L3 = 0.013

0.175+j0.125

0.00055+j0.0004

ZL4

Power Rail
(feeding train @ West
Hall)

L4 = 0.77

0.05+j0.086

0.0385+j0.0662

(4 cables in parallel)

0.0006836O

0.0765860O

Impedance of cables = (Length x Unit Impedance) / no. of parallel cables

65

Traction Power System Design

Transformer Circuit - Voltage Drop Calculation
Formula

TR01
IC

L5

Voltage Drop @ Transformer Circuit = I C ? (Z L5 L5 )

52S1
52F1

52F2

Calculation
Power Factor : cos = 0.97 then = cos-1 0.97 = 14 O
Voltage drop at Transformer Circuit is
3 x 2680-14O x (0.00154 35.5O) = 7.13 21.5O
Voltage appear at Switchboard terminal =
600 - 7.13 21.5O = 593 -0.25 O 593 Volt
66

33

Traction Power System Design

Arrival Line - Voltage Drop Calculation

East
Hall
DSF1

Formula
APM Train Terminal Volatge = V L -

3 Voltage Drop

Voltage Drop @ West End = I A ? (Z L1L1 + ZL2 L 2 )

West
Hall
IA

IA

Cables

IA

ZL1

IB

ZL3

Power Rail

Full
Load

ZL2

Calculation
Voltage drop at West End is
3 x 1340-14O x (0.00136 36O + 0.07658 36O ) = 180.63 46O
APM Train Terminal Voltage = 593 180.63 46O = 486 -15O

67

Traction Power System Design

Departure Line Voltage Drop Calculation

East
Hall
DSF2

Formula
APM Train Terminal Volatge = V L -

3 Voltage Drop

Voltage Drop @ West End = I B ? (Z L3L3 + Z L4L 4 )

West
Hall
IB

IB

Cables

Power Rail

Full
Load

ZL4

Calculation
Voltage drop at West End is
3 x 1340-14O x (0.000686 36O + 0.07658 36O ) = 179.19 46O
APM Train Terminal Voltage = 593 179.1946O = 485 -15O

68

34

Traction Power System Design

Voltage drop - Summary

TR01

Location

Voltage Drop
(V)

Terminal
Voltage
(V)

Transformer

600

Point A

7.1321.5 O

593.37-0.25 O

Point B

180.6346O

486-15O

Point C

179.1946O

485-15O

52S1
A

West
Hall
B

52F1

52F2

DSF1

DSF2

Arrival
Line
Power Rail
Departure Line

C
Power Rail

Minimum System Voltage > Minimum Train Operation Voltage

69

Traction Power System Design

3 Phase Fault Level Calculation

TR01

Given Data
-

Transformer Impedance = 6.5%

Base MVA = 2.5MVA

Base Voltage = 600V 50Hz

52S1
F1

West
Hall
F2

52F1

52F2

DSF1

DSF2

Arrival
Line
Power Rail
Departure Line

F3
Power Rail

70

35

Traction Power System Design

Per Unit Impedance Conversion
Item

Description

Sequence Impedance

Result

Source

(2.5 MVA / 350 MVA) x 100%

j0.714%

Traction Transformer

(2.5 MVA / 2.5 MVA) x 6.5%

j6.5%

240mm 2 Power Cables

(Tx-52S1)

{(0.175+j0.125)/7} x (50/1000) x 100%

0.125+j0.089
%

240mm 2 Power Cables

(52F1-Power Rail)

{(0.175+j0.125)/4} x (25/1000) x 100%

0.109+j0.078
%

240mm 2 Power Cables

(52F2-Power Rail)

{(0.175+j0.125)/4} x (13/1000) x 100%

0.057+j0.04%

Power Rail

(0.05+j0.086) x (770/1000) x 100%

SOURCE

TR01 B
C
52S1
F1

3.85+j6.62%

West
Hall
F2

52F1

52F2

DSF1

DSF2

Arrival
Line

Power Rail
F

Departure Line

F3
Power Rail

71

Traction Power System Design

3 Phase Fault Level Calculation
Fault Curr ent (kA) =

Base MVA
3 600 Total Fault Z at the Fault Po int 1000
SOURCE

Fault
Point

F1

Total Fault
Impedance
at Fault
Point

Resultant Impedance

A+B+C

0.125+j7.3030%

TR01 B
C
52S1
F1

F2

A+B+C+
D+F

4.0840+j14.0010%

52F1

F3

A+B+C+
E+F

4.0320+j13.963%

DSF1
West
Hall
F2

Arrival
Line

52F2
DSF2

D
E

Power Rail
F

72

Departure Line

F3
Power Rail

36

Traction Power System Design

3 Phase Fault Level Calculation
At point F1, Fault Current =

2. 5 10 6
= 32.9345kA
0 .125 + j 7 .3030
1000
3 600
100
SOURCE

At point F2, Fault Current =

At point F3, Fault Current =

2.5 10 6
= 16.5 kA
4 .084 + j14.0010
1000
3 600
100
2 .5 10 6
= 16.55 kA
4 .032 + j13.963
1000
3 600
100

Maximum System Fault Level 33kA <<

Equipment Fault Level of 50kA

West
Hall
F2

TR01 B
C
52S1
F1

52F1

52F2

DSF1

DSF2

Arrival
Line

D
E

Power Rail
F

73

Departure Line

F3
Power Rail

Cable Temperature Rise Calculation

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

74

37

Cable Temperature Rise Calculation

Formula:
Since no heat energy is lost during the process, it is assumed:
Electrical heat generated = heat gained by the conductor
This can be expressed thus:( t 2 t1 )

I 2 R1
0 J (1 + 1 ) dt =
where:J
=
I
=
R1 =
1 =

75

t2

W
S
P

=
=
=
=
=

W S d
0

Joules constant ( 4.18 Joules/calorie )

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

Cable Temperature Rise Calculation

By re-arranging the formula:
P

I 2 R1
dP =
W S J 0

( t 2 t1 )

d
1 + 1

then

1 I 2 R1 P
W S J

ln [ 1 + 1 (t 2 - t1 ) ]

Temperature Rise T, i.e. (t2-t1)

T =
76

I 2 R1 P
W SJ

- 1

38

Cable Temperature Rise Calculation

Calculations:
N.B. 1: All cable parameter shall be referred to Chapter 13 of
Electrical Engineers Reference Book (14th edition) by M G Say and M A
Laughton.
N.B. 2: The cable is operating at ambient temperature of 30 OC initially.

Mass of a single 240mm2 conductor ( W )

Density of copper
=

8890 kg / m3

Area of conductor core

240 mm2 = 0.24x103 m2

Mass of a conductor ( W )

=
=

8890 x 0.24 x 103 kg / m

21.336 g / cm

77

Cable Temperature Rise Calculation

Temperature coefficient of resistance of the conductor at 30OC ( 1 )

1 = 0.0039 OC 1

Resistance of the conductor ( R1 )

Resistance of the conductor at 20 OC

Resistance of the conductor at 30 OC

0.0754 ohm/km

=
=

0.0754 [ 1 + 0.0039 x 10 ]
0.0783x10-5 (ohm/cm)

Specific Heat of the conductor ( S )

S = 0.385 (calories / g / OC )
Joules Constant ( J )

J = 4.18 Joules/calories

78

39

Cable Temperature Rise Calculation

Temperature Rise Calculation:

T =

1 I 2 R1 P
W S J

- 1

Item
Cable size (mm 2)
No. of cables installed
Momentary Peak Current (A)
Duration of peak current (seconds) - P
Peak Current per cable (A)
Initial cable temperature ( OC )
Calculated Temperature Rise T ( OC )

Section

Section

L1 & L3

L5

240

240

1340

2680

15

15

335
(= 1340 4)

383
(= 2680 7)

30

30

0.04

0.05

79

Harmonic Problems in AC Traction System

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

80

40

PDS - Harmonic Problem and Solution

Elimination Method
By Power Factor Correction Equipment Harmonic Filter

600V Busbar

Capacitor
Bank

5th FL

7th FL

11th FL

81

Harmonic Filter Calculation

System Current Characteristics
Always contain 5th, 7th, 11th , 13th & 17th harmonics due
to power electronics traction control

82

41

Harmonic Filter Capacity Calculation

Target : System Power Factor shall maintain at 0.9 lagging

Given data
Maximum Train Current IMAX = 1383.1A
RMS of Train Current IRMS = 618.5A
Total active power consumption
of trains = 240kW

83

Example Harmonic Filter Value Calculation

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

84

42

Example Harmonic Filter Value Calculation

Required capacity of harmonic filter for p.f. improvement

1
Q" = P cos ?1
-1 (cos
?1 )2

Q"
Q =
KO

1
-1
(cos? 2 ) 2

Here
P = Apparent Power = 642.8 kVA
cos ?1 = power factor without capacitor bank = 0.37
cos ?2 = Target system power factor = 0.9
KO = Utilization factor = 0.65

85

Example Harmonic Filter Value Calculation

Harmonic Filter capacity Q :

1
Q " = 642.8 0.37
-1 2
0.37
= 482 kVAr

1
- 1
2
0.9

Q"
Q =
KO
=

482
0.65

750 kVAr

86

43

Example Harmonic Filter Value Calculation

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

Required LC filter capacity at each order of harmonic

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

87

Example Harmonic Filter Value Calculation

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

LC value for 7th harmonic

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

44

Example Harmonic Filter Value Calculation

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

LC value of tuned filter

5th harmonic filter = 250kVAr
7th harmonic filter = 200kVAr
11th harmonic filter = 150kVAr

Capacity of capacitor bank

= 750 250 200 150
= 150 kVar

89

Example Harmonic Filter Value Calculation

Calculated
Capacity
Harmonic
Filter

5th

250 kVAr

7th

200 kVAr

11th

150 kVAr

Capacitor bank

150 kVAr

Total

750 kVAr

90

45

END

91

46