A study on relay setting for AT feeding system protection using PSCAD/EMTDC

Hosung Jung, Moonseob Han, Changmu Lee, Joorak Kim Korea Railroad Research Institute 360-1, Woulam-Dong, Uiwang-City, Kyeonggi-Do, Korea
Abstract
This paper presents simulation technique for relay setting of AT feeding system protection. To prove if relay setting value is proper, AT feeding system and various locomotives are modeled using PSCAD/EMTDC. Operation and fault data have been extracted by simulating various load operation and fault situations. Using these data, setting values of distance relay and !I fault selection device for protection of AT feeding circuit could be verified. And due to the inrush current of unloading transformer and increase of temporary maximum load current, the possibility of protection relays malfunction is shown. Keywords: PSCAD/EMTDC, AT Feeding System, Locomotive, Distance Relay, !I Fault Selection Device 1 INTRODUCTION Electrification of railway was rapidly spread with the opening of KTX(Korea Train Express) in Korea. Electric railway system supplies power to rolling stocks by converting three phase ac power supplied by power supply company to two single phase ac power of which phase difference is 90"using scott transformer. And electric locomotive has been developed from the thyristor phase controlled locomotive to PWM(Pulse Width Modulation) controlled locomotive. Since any fault in these electric railway systems may cause damages on rolling stork and ground facilities as well as interruption of railway operation and damages on life or properties, it requires a more reliable protection method. For the protection of AT feeding system, distance relay using impedance magnitude measured at substation and !I fault selection device using current increment value in fixed time are installed for main and backup protection relay[1], [2]. However protection relay is hard to detect fault and cause malfunction in the normal operation condition because of increase of train operation frequency, competition of traction load and regeneration load, and operation of different type of locomotive in the same section. To prevent it, protection relay setting value should be corrected by analyzing load and fault characteristics of the AT feeding system generally[3]. Therefore, this paper modeled AT feeding system and locomotives using PSCAD/EMTDC, power system analysis program, to prove the suitable setting value. Various operation and fault conditions have been simulated and the load operation characteristics and fault are analyzed. In conclusion, we can see the reliable trip of relay to the various faults and the possibility of protection relays malfunction due to the inrush current of unloading transformer and increase of temporary maximum load current. 2 Protection System for AT Feeding Circuit For the protection of feeding circuit in AT feeding system, distance relay(44F) and ! I fault selection device(50F) are applied in dual mode. The main protection, distance relay calculates impedance using voltage and current measured at substation and detects a fault in case the calculated value converges into a range of fault impedance. In general, distance relay is setted to protect up to 120% of line impedance between substation(SS) and sectioning post(SP) in order to eliminate any unprotected arear. The secondary protection, ! I fault selection device compares the current increment value by notches of load current( I 1 ) and fault current( I 2 ) to detect a fault such as expression (1).

I1

<

< I 2

(1)

Figure 1 shows the protection region of distance relay and ! fault selection technique.

into upper/lower catenary line group, upper/lower feeder line group and rail group. To verify the accuracy degree of modeling, the magnitude of fault current at each point and line impedance magnitude of short circuit between rail and catenary are compared in manual calculation and simulation results. Table 1 and figure 3 illustrate the result of comparison[6]. Table 1. Comparison of fault Current by Manual Calculation and Simulation
Unit : [kA]

Figure 1. Protection System for AT Feeding Circuit Distance relay and ! I fault selection device may malfunction due to the inrush current of AT and rolling stocks transformer during unloading or increase of the maximum load current in case of sudden load increase. To prevent it, the trip of relay is blocked by a certain amount of low order harmonics using the feature that low order harmonics in fault current is relatively not more than that of load current. 3 AT Feeding System Modeling Using PSCAD/EMTDC 3.1 AT Feeding System AT feeding system generally consists of electric power company, transmission line, electric railway substation, sectioning post/subsectioning post and feeding circuit. This paper modeled it by each component using PSCAD/EMTDC such as figure 2[4], [5].

Fault point and type Substation of power company End of transmission line 2nd of Scott Transformer 2nd of AT Transformer 3 phase short 1 line ground 3 phase short 1 line earth f short fault Short fault

Manual Calculation 39.13 37.20 12.63 9.47 2.31 10.71

Simulation 39.08 37.12 12.63 9.61 2.42 10.79

Comparison of the Line Impedance

16 14

Impedance [Ohm]

12 10 8 6

Calculation Value
4

Simulation Value
2 0 2 4 6 8 10 12 14 16 18 20

Figure 3. Comparison of Line Impedance by Manual Calculation and Simulation It is reasonable that AT feeding system modeling is accurate, considering the values of calculation and simulation. It is also shown that the short-circuit impedance between rail and catenary is not linear but slightly curved due to the boost of autotransformer of SP and SSP. And there is a little difference between calculation and simulation, it is assuming that it is calculated in the single line condition and autotransformer is not considered. 3.2 Locomotive Modeling Due to the development of power electronics technology, locomotive has been developed from

Distance [km]

Figure 2. Modeling of AT feeding system First, it receives three phase 154kV from electric power company through transmission line, and converts three phase 154kV into two single phase 55kV using scott transformer at railway substation and then converts the 55kV to 27.5kV using AT transformer for supply to the rolling stocks. Autotransformer of SP and SSP has been modeled to supply 27.5kV to upper/lower lines. And feeding circuit is modeled by 10 port network divided

resistance control to thyristor phase control and up to PWM control method. So locomotive with different controls are inevitably operated in a same section and the protection relay should be set considering the load characteristics. To model locomotive using PSCAD/EMTDC, the speed is divided into 10 levels from start to the maximum speed and the effective/reactive power by speeds is converted into impedance. Meanwhile, harmonics, which occurs when locomotives are operated, is expressed with the maximum values of each order as its constant current source and modeled accordingly. Thyristor phase controlled locomotive, using ac power supplied from catenary and a rectifier combining semi-bridge type thyristor and diode, controls thyristor phase, changes speed and alternates its traction force by field-weakening control. The currently operated thyristor phase controlled locomotives is EL 8000 electric locomotive and KTX. The power factor at the maximum traction is about 0.7~0.8 and the harmonics seems to be relatively huge generally. Figure 4 illustrates the load region by modeling thyristor phase controlled and simulating them in various operation conditions. It shows that power factor is better than that of thyristor phase controlled locomotives, because it was compensated the power factor using power factor compensation device in locomotive.

factor is to be 1 regardless of sizes of feeder voltage and traction motors. And unlike other controlled locomotives, it contains a little low order harmonics. Figure 5 illustrates the load area by modeling PWM controlled locomotives and simulating them in various operation conditions, showing that in traction, the power factor is maintained 1.

PWM Control Vehicle

300

Load
200

X [Ohm]

100

44F
0

100

200

300

400

R [Ohm]

Figure 5. Load area of PWM controlled locomotive Harmonic components, which are generated when locomotive is operated, have an influence on the fundamental wave, making it difficult to detect faults while they are used to the factor of low order harmonics in order to prevent maloperation of distance relay and I fault selection device. Since the generation of harmonics is, however, different depending on vehicles, it is required to analyze the generation by control types.

400

Thyristor Phase Control Vehicle

300

Load X [Ohm]
40

Maximum Harnomic Current

Harmonic Current [A]
35 30 25 20 15 10 5 0 1 5 9 13 17 21 25 29 33 37 41 45 49

200

Thyristor Phase Control PWM Control

100

44F
0 0 100 200 300 400

R [Ohm]

Figure 4. Load area of thyristor phase controlled locomotive PWM controlled locomotives convert electric power from feeder voltage of single phase ac power and 60Hz frequency to dc constant voltage while ac voltage generated from voltage transformer is structured as pulse voltage, converting pulse width to ac voltage. The currently operated PWM controlled locomotives are EL 8100 locomotives and High Speed Railroad(HSR-350), G7 trains. Since the voltage and current wave are almost closed to sine wave, it is controlled that power

Harnomic Degree

Figure 6. Comparison of Harmonic Current by Control Types Figure 6 illustrates the comparison of harmonic currents, which occur from thyristor phase controlled locomotive and PWM controlled locomotive respectively. In general, PWM controlled locomotives THD is within 5% while thyristor phase controlled locomotive is about 15%.

4 Relay Setting and Impedance Convergence Characteristics 4.1 Relay Setting for Feeding Circuit Protection To verify setting values of distance relay and !I fault selection device, the following feeding system has been modeled. In the modeling, the full length of line is up to 50km considering extension feeding, and the line impedance is 0.159+j0.695(0.73 77.15") !/km. In addition, for the maximum load condition, it is simulated with the maximum load current of 945A (based on 55kV) because up to 3 locomotives could be operated to each direction in the same section. ( ) Distance Protective Relaying Scheme R = 0.159 !/km # 50 km # 120 % = 9.54 ! X = 0.695 !/km # 50 km # 120 % = 41.7 ! ) !I fault selection device (in maximum operation)

Catenary-Rail Short Fault

60 50

Line Impedance
50F

X [Ohm]

40

10% 30% 50% 70% 90%

44F
30 20 10 0 0 10 20

R [Ohm]

30

40

50

60

Figure 8. Fault Impedance Convergence (Catenary-Rail Short Fault) Figure 9 shows the simulated short-circuit between catenary and feeder at the maximum load operation and illustrate impedance convergence for faults, which have occurred at 10%, 30%, 50%, 70% and 90% from a substation.

ZF

= V0 / ( I F / 2 +

I L kh )

= 55000 / (945/2 + 945 * 0.5) = 58.2 ! Figure 7 illustrates the protection region according to setting values of protection relay drawn on impedance map. Distance relay could protect up to 120% of the line impedance from a substation to its neighboring substation, considering extension feeding while ! I fault selection device could protect up to maximum load current.

Catenary-Feeder Short Fault

60 50

Line Impedance
50F

X [Ohm]

Protection Region
60 50

40

10% 30% 50% 70% 90%

Line Impedance
50F

44F
30 20

X [Ohm]

40

44F
30 20 10
77.15

10 0 0 10 20

R [Ohm]

30

40

50

60

0 0 10 20

R [Ohm]

30

40

50

60

Figure 9. Fault Impedance Convergence (Short Fault of Catenary-Feeder) As seen in the above results, it is verified that the setting values of distance relay could be used to detect faults regardless of type or distance of faults. Figure 10 shows the characteristics of changes in impedance due to inrush current of unloading transformer or sudden load increase. It can be expected that a relay may maloperation as impedance temporarily converges into protection region due to sudden load increase or inrush current. Therefore, low order harmonic restriction is essential to prevent a relays maloperation.

Figure 7. Protection Region of Protection Relay

/
4.2 Impedance Convergence Characteristics To analyze the convergence characteristics of fault impedance in case of any condition, the short fault between catenary and rail and short fault between catenary and feeder have been simulated. Figure 8 illustrates the simulated short fault between catenary and rail at the maximum load operation and shows the impedance convergence for faults, which occurred at 10%, 30%, 50%, 70% and 90% from a substation.

[4] Hanmin Lee, Kwanghae Oh, Fault Analysis of AC

Maloperatoin Condition
60 50

Electric Railway System Mode by EMTDC, Trans. KIEE vol. 52A, no. 9, pp 1-7, 2003. [5] PSCAD/EMTDC Users mannual. [6] Korea Railroad Research Institute, A Study on the Overhead Contact-line Constant and Optimal Strategy of Protection Circuit in the Electrical Railway Substation, Korea Railroad, 1998

50F

Maximum Load Curren Inrush Current

X [Ohm]

Line Impedance
40

44F
30 20 10 0 0 10 20

Biographies
R [Ohm]
30 40 50 60

Figure 10. Load Impedance Convergence (maloperation condition) 5 CONCLUSION This paper presents simulation technique for relay setting of AT feeding system protection. To prove if relay setting value is proper, AT feeding system and thyristor phase controlled and PWM controlled locomotives are modeled using PSCAD/EMTDC. Operation and fault data have been extracted by simulating various load operation and fault situations. Using these data, setting values of distance relay and I fault selection device for protection of AT feeding circuit could be verified. And due to the inrush current of unloading transformer and increase of temporary maximum load current, the possibility of protection relays malfunction is shown. It is required in further studies that AT feeding system and locomotives considered moving load characteristics are modeled in detail. REFERENCES [1] Gao Shibin, He Weijun, Chen Xiaochuan, Study on Microprocessor-Based Adaptive Protective Relay for Heavy Duty Electric Traction System, Developments in Power System Protection Conference Publication No. 434, pp319-322, 1997 [2] Tevfik Sezi, Frank E. Menter, Protection Scheme for a New AC Railway Traction Power System, IEEE Transmission and Distribution Conference vol 1, pp388-393, 1999 [3] Hosung Jung, A Study on Protection system to the Load Characteristics on the AC Feeder System, Proceeding of the KIEE Summer Annual Conference 2004, No. B, pp 1370-1372, 2004

Hosung Jung 1998 Master Degree in Sungkyunkwan Univ. 1998-2002 Ph.D in Sungkyunkwan Univ. 2002-Present Researcher in KRRI (Korea Railroad Research Institute) E-mail hsjung@krri.re.kr Moonseob Han 1989 Master Degree in Inha Univ. 1989-1995 Researcher in ADD (Agency for Defense Development) 1995-Present Senior Researcher in KRRI (Korea Railroad Research Institute) E-mail mshan@krri.re.kr Changmu Lee 1994 Master Degree in Hanyang Univ. 1994-1997 Researcher in Korea Institute of Industrial Technology 1997-Present Senior Researcher in KRRI (Korea Railroad Research Institute) E-mail cmlee@krri.re.kr Joorak Kim 1999 Master Degree in Hongik Univ. 1999-2000 Researcher in Hongik Univ. 2000-Present Researcher in KRRI (Korea Railroad Research Institute) E-mail jrkim@krri.re.kr