EMC York 2004

July 1 & 2, 2004

Comparison of the booster transformer and

auto transformer railway feeding systems,
Feeding features and induction to telecom lines

Prof. György Varju

e-mail: varju@vmt.bme.hu
Budapest University of Technology & Economics
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Presentation items:

1. Railway feeding voltages and recent alterations

of the feeding systems in Europe
2. Qualitative analyses of the ac. feeding systems
3. Modeling and parameters of railway feeding systems
4. Systems comparison
5. Conclusions
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1. Railway feeding voltages and

recent alterations of the
feeding systems in Europe
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Feeding voltages
in Europe
3000 V dc.
1500 V dc.
50 Hz 25 kV ac.
16 2/3 Hz 16 kV ac.
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Recent alterations
in feeding systems
• dc. feeding replaced by
ac. 50 Hz, 25kV or 2x25 kV
– for high speed train (e.g. TGV)
– for high density traffic (e.g. Netherlands)

• BT system replaced by AT
– for heavy freight train traffic (e.g. Sweden
iron ore transport)
– for high speed train
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2. Qualitative analyses of the

ac. feeding systems
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Feeding systems of ac. supply

Simple feeding with rail (+ earth) return: RR

Booster transformer with rail return: BTRR
Booster transformer with return conductor: BTRC
Auto transformer: AT

Combined systems: AT/BTRR

AT/BTRC; ATPF/BTRC; ATPF/SCBT
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Simple feeding with rail (+ earth) return:
RR system
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Simple feeding with rail (+ earth) return: RR system
Quantities characterizing the current portion & profiles

Series impedance of the return rail(s)-to-earth loop,

as per unit length values:

o ZRR, series impedance of the return rail(s)-to-earth loop,

o ZCR, mutual impedance between the contact line system and return rail
system
with common earth return,
o GRR the rail-to-earth leakage conductance,
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Simple feeding with rail (+ earth) return:
RR system
Quantities characterizing the current portion & profiles

Derived quantities:
• rail current portion and screening factor behind the end/effect zones:

Rail current portion: Screening factor

ZCR Z CR
q =− k =1+ q =1−
ZRR Z RR

• length constant of the rail-earth circuit with the approximation, that ωLRR >> RRR:

1 2
τ= ≈
α ω LRR GRR
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Simple feeding with rail (+ earth) return: RR system
Rail current and point screening factor
at 50 Hz supply
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Simple feeding with rail (+ earth) return: RR system
Rail current and point screening factor
at 16 2/3 Hz supply
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Booster transformer system with rail return:

BTRR system
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Booster transformer system with return conductor:
BTRC system
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Booster transformer system with return

conductor: BTRC system
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Continuity of the current return path

BTRC system
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Auto transformer system
AT (with 2U power source)
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Auto transformer system :
AT (with 1U power source)
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Auto transformer system
with increased NF voltage
AT [16/25 kV]
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Auto transformer system
with increased PF and NF voltages:
ATPF [16/2x25 kV]
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Combined feeding system
AT / BTRR
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Combined feeding system
AT / BTRC
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Combined feeding system
ATPF / BTRC
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Combined feeding system
ATPF and shunt connected BT
ATPF / SCBT
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3. Modeling and parameters of railway

feeding systems

• Multiconductor line representation

• Representation by two phase sequence networks
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Multiconductor line representation of
railway feeding (AT) system
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Two phase sequence network representation
BTRC system

Zm Zm Zm
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Two phase sequence network representation
AT system

Ztm Ztm Ztm

Two phase symmetrical components 29

basic voltage & current expressions

Phase quantities Symmetrical components:

U C = U 0 + U1 U0 =
1
(U C + U P )
2
Voltages:
1
U P = U 0 − U1 U1 = (U C − U P )
2
Note: UCP = 2U1

I C = I 0 + I1 I0 =
1
(I C + I P )
2
Currents
I P = I 0 − I1 I1 =
1
(I C − I P )
2
Notes: current in the balanced loop: IC = -IP = I1
current in the return path (rail+earth): Ireturn = IC + IP = 2 I0
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Two phase symmetrical component
representation of two coupled lops
Coupled loop circuit Equivalent of the coupled loop

Z self =
1
(ZCC + Z PP )
2

Positive sequence loop Zero sequence loop

Z 0 = Z self − Z CP Z 0 = Z self + Z CP
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Representation of the network elements
Line configuration (Rsi – Svv line)
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Representation of the network elements
Multiconductor line parameters
Distributed series and shunt elements
of the railway line model

Ic(x) ZCC C CCP P

C
 
ZRR  CR  ZCP
IR(x) Z CCR CRP

R

ZPP 
ZRP
IP(x)
 
P CC0 R CP0
UC(x) GR0 CR0

UR(x)
UP(x)
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Representation of the network elements
Line system

Multi-conductor network Sequence networks

positive sequence

zero sequence
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Representation of the network elements

Power supply
(converter or transformer station)

Multi-conductor network Sequence networks

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Representation of the network elements

Traction unit (engine, motor coach)

Multi-conductor network Sequence networks
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View of auto & booster transformers
(Installed at the Kiruna – Råtsi – Svappavaara line in Sweden)
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Representation of the network elements

Booster transformer: detailed circuit diagram
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Representation of the network elements
Booster transformer: magnetizing impedance
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Representation of the network elements

Booster transformer:
simplified circuit diagram

Multi-conductor network Sequence networks

Zm
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Representation of the network elements

Bond (between RC and RR)

Multi-conductor network Sequence networks

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Representation of the network elements

Auto transformer:
magnetizing impedance neglected

Multi-conductor network Sequence networks

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4. Systems comparison
S tu d y ite m s:
a) E qu iva le n t im p e d a n ce , vo lta ge sta b ility
b) S yste m lo sse s
c) P o w e r ra tin g o f a u to tra n sfo rm e rs
d) In d u ctio n e ffe ct:
o In d u cin g e a rth cu rre n t p ro file s
o L e n gth -cu rre n t in te gra ls
o In d u ce d lo n gitu d in a l e m f
e ) R a il-to -e a rth p o te n tia l
f) R a il-to -ra il p o te n tia l
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a) Equivalent impedance,
voltage stability
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Equivalent impedance
vs. train position (spacing 6 km)
BTRR BTRC
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Equivalent impedance vs. train position
AT system (spacing 12 km)
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Comparison of impedances vs. train pos.
for BTRC & AT systems
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Equivalent impedance vs. train position
AT systems
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Comparison of voltage drop
for AT and BT systems
(Traction power 8 MVA)
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Comparison of normalized values of
the equivalent impedances for
BTRR, BRRC & AT systems
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Voltage drop, versus train location
for different AT supply options
Train load: 10 MW, cosϕ = 0.8
16

14
5AT
4AT 2U
12 3AT

10
∆U 3U
[%]
8

0
0 5 10 15 20 25 30 35 40
train position, km
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d) Characterization of the induction effect

o Inducing earth current profiles

o Current-length integrals
o Induced longitudinal emf
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Inducing earth current profiles

Cases studied for demonstration
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Earth current profiles at different train locations
BTRR system
Spacing: 6 km, G=0.25 S/km, Train current: 500A
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Earth current profiles at different train locations
BTRC system
Spacing: 6 km, G=0.25 S/km, Train current: 500A
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Earth current profiles at different train locations
AT system
Spacing: 12 km, G=0.25 S/km, Train current: 500A
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3D surface of the inducing current
BT system
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3D surface of the inducing current
BT system
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Current-length integrals
Calculation principle of the current-length integral
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Maximum of the the current-length integral

AT system
Integration window: 6 km Integration window: 42 km
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Maximum of the normalized current-length integrals,
base the current-length integral of the BT system
AT system
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Current-length integrals for different
feeding systems
Parameter: rail-to earth leakage, G
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Average inducing current for different
feeding systems
Parameter: rail-to earth leakage, G
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Induced longitudinal emf

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Map of the measured line
(Kiruna – Råtsi – Svappavaara)
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C - R short circuit locations,
for 16 2/3 Hz measurements
BT system
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C - R short circuit locations,
for 16 2/3 Hz measurements
AT system
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Longitudinal voltage measurements

Sections of telecommunication cable
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Induced longitudinal voltage vs. train location
in total cable section
AT system
V
120
calculated G=0.5 S/km
100 calculated G=0.24 w S/km
measured
80

60

40

20

0
1.329

4.314

7.128

10.330

12.222

15.174

17.423

20.412

22.572

25.490

28.810

32.424

36.500
km
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Induced longitudinal voltage vs. train location
Comparison of BT and AT systems
Measured cable sections: total

V AT

BT
120

100

80

60

40

20

0
1.329

2.631

5.788

7.129

10.18

11.282

12.223

15.174

17.423

19.232

21.492

23.824

25.490

28.810

30.335

34.308

36.600
k
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e) Rail-to-earth potential
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Real-to-earth voltage profile vs. length
BTRR system
Train at 9.01 km Train at 41.99 km
(BT location) (at the middle of BT spacing)
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Maximum rail-to-earth voltages vs. train position
BTRR system, spacing 6 km
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Real-to-earth voltage profile vs. length
BTRC system
Train at 2.99 km Train at 39.01 km
(BT location) (at the middle of BT spacing)
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Maximum rail-to-earth voltages vs. train position
BTRC system, spacing 6 km
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Real-to-earth voltage profile vs. length
AT system
Train at 17.90 km Train at 24.01 km
(middle of an AT spacing) (AT location)
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Maximum rail-to-earth voltages vs. train position
AT system, spacing 12 km
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Maximum rail-to-earth voltages for
different feeding systems

BT spacing 3 km BT spacing 6 km
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Conclusions
The results of simulation calculations and site
experiences
a) The equivalent impedance is significantly (about 3 times) less for the AT
system than that for the BT system.
b) Induction to telecommunication lines:
• the BT and AT systems are, practically, identical.
• the maximum longitudinal voltage occurred in the whole line length
with the current injection at the Svv end
• the induction effect could significantly be reduced by the improvement
of the balance
◊ for BT system balancing the mutual impedances of the catenery
system and the return conductor to rail
◊ for AT system balancing the self impedances of the catenery system
and the inverted feeder
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Conclusions
cont.

c) The rail potentials in personnel safety point of view, they are also similar in
AT and BT supply systems with the following remark:
• in case of AT supply the rail-to-earth voltage can reach higher value in
the relatively big AT spacing
• in case of BT supply, the voltages over insulated joints are higher in
certain places.
d) Both the induction effect and the rail potential are significantly affected by:
• spacing of BT or AT
• rail-to-earth leakage conductance, G
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Conclusions
cont.

Proposals for further study

(1) The feasibility of the use of positive feeder.

(2) The feasibility of the combined feeding systems.
(3) Methods for balancing the AT feeding by:
• optimised negative feeder arrangement
• use of current unbalance suppression unit (CUS).
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Thank you for your attention