See discussions, stats, and author profiles for this publication at: https://www.researchgate.

net/publication/4280898

High Speed Protection Scheme for Traction OHE of 25 kV AC Indian Railway

System

Conference Paper  in  Conference Record - IAS Annual Meeting (IEEE Industry Applications Society) · October 2007
DOI: 10.1109/07IAS.2007.141 · Source: IEEE Xplore

CITATIONS READS
4 3,583

2 authors:

Bhavesh Bhalja R.P. Maheshwari

Indian Institute of Technology Roorkee Indian Institute of Technology Roorkee
85 PUBLICATIONS   692 CITATIONS    105 PUBLICATIONS   1,977 CITATIONS   

SEE PROFILE SEE PROFILE

Some of the authors of this publication are also working on these related projects:

Application of controlled switching for different power apparatus. View project

Speech Processing View project

All content following this page was uploaded by R.P. Maheshwari on 01 June 2014.

The user has requested enhancement of the downloaded file.

 High Speed Protection Scheme for Traction
OHE of 25 kV AC Indian Railway System
Bhavesh Bhalja and R. P. Maheshwari
Department of Electrical Engineering
Indian Institute of Technology Roorkee
Roorkee-247 667 (Uttaranchal), India
Phone: +91-1332-285596 Fax: +91-1332-273560
E-mail: rpmaheshwari@gmail.com, rudrafee@iitr.ernet.in

types of semiconductor switches for control purpose. Due to

Abstract— This paper deals with study of thyristorized electric
locomotives and its effect on conventional distance relays used for
the protection of traction overhead equipment (OHE). In order to
evaluate the impact of thyristorized locomotives on the
performance of protective relays, the traction system is modeled
using dynamic simulating software (PSCAD/EMTDC). Based on
extensive simulations, it has been observed that thyristorized
locomotives inject significant amount of current harmonics in the
primary side. Moreover, change in drive frequency and steady
state/dynamic conditions of motor significantly affect the
performance of the conventional distance relays. Hence, an earth
fault distance relay having quadrilateral characteristic can not
ensure the desired selectivity due to various operating conditions
of the traction system. In this paper, using powerful analyzing
and decomposing feature of wavelet transform, a new high speed
protection scheme which can overcome this disadvantage is
proposed. Numerous computer simulation have been carried out
on realistic data of Indian railways traction system and the
results show that there is a high potential for developing high
speed protection scheme for traction OHE.
Index Terms— Locomotives, overhead equipment (OHE), high
speed protection scheme, sinusoidal pulse width modulation
(SPWM), wavelet packet transform (WPT).
I. INTRODUCTION
switching transients, voltages and currents of both ends consist
of significant amount of harmonics, affecting the impedances
of both supply as well as load sides. At present, the problem of
unwanted tripping of relays is observed mostly at the starting
of locomotives in the Indian traction system. The problem is
more serious when
(i) multiple locomotives change their speed in the
same section of OHE.
(ii) more than one locomotive attempts to start/stop in
the same section simultaneously.
(iii) sudden large acceleration/deceleration of speed by
any locomotive.
Probable reasons for this situation are the sudden changes of
transmission line impedances, which are detected by the relays
as a fault. Moreover, as the traction supply system passes
through different terrains, chances of high resistance fault due
to falling of tree are quite high.
In the present paper simulation of induction motor drive
system using actual operating conditions in EMTDC/PSCAD
is done. It includes results and findings in order to improve the
performance of the protective relays to protect traction OHE.
At the end, a high speed protection scheme using wavelet
packet transform is presented. The stability of the relay under

Problems in providing protection to the traction OHE are
different from those faced in protecting an ordinary
transmission or a distribution system of the same voltage
level. The factors that make it different and difficult are the
complicated catenary networks, widely varying traction loads,
system configuration and long catenary sections [1].
Maheshwari et al. [2] suggested a quadrilateral characteristic
distance relay which provides best discrimination between
normal load and earth faults. However, it fails in case of high
resistance fault at the farthest end and also in case when load
current drawn by locomotives is rich in odd harmonic
components [3]. The harmonic currents drawn by the DC
motor locomotives degrade the power quality of the traction
supply [4]. Shenoy et al [5] presented a concept of modeling
and simulation of a 25 kV 50 Hz ac traction system which
uses rectifier-fed DC locomotives. However, due to inherited
advantages, locomotives driven by induction motors are
popular in this technology. These motors are controlled by
induction motor drive systems. These drives use different
different fault conditions and system configurations with
varying fault resistances up to 50 ohms are examined. Results
show that the proposed scheme is stable against high
resistance fault and provides better discrimination between
heavy loads, internal faults and external faults.
II. SYSTEM DISCRIPTION
A typical supply-and-distribution system of the Indian
Railways is shown in Fig. 1. Important data and line
parameters pertaining to a 25 kV single-phase 50 Hz traction
system are taken from [2]. The average length of catenary to
be protected during normal feeding and during emergency
feeding is 40 km and 80 km respectively. The load on the line
was varied and data for verifying the proposed scheme was
generated by modeling the selected system by using the
PSCAD/EMTDC program [6]. The simulated system was
subjected to various events of faults for different fault
locations varying between 0 km to 40 km in normal condition
and 0 km to 80 km in emergency conditions with varying fault

0197-2618/07/$25.00 © 2007 IEEE 904

Authorized licensed use limited to: IEEE Xplore. Downloaded on November 13, 2008 at 08:47 from IEEE Xplore. Restrictions apply.
resistances up to 50 ohm.
Fig. 1 The 25 kV traction supply and distribution system of the Indian
Railways
A typical system diagram for a WAG6A locomotive
manufactured by ABB Transportation System Ltd. is given in
Fig. 2[7].
Fig. 2 System line diagram of a typical AC locomotive (Courtesy: ABB
Transportation system Ltd.)
As illustrated in Fig. 2, power (AC) drawn from traction OHE
is stepped down with the help of transformer. The output of
transformer is converted into DC through converter and this is
converted back to three phase AC by inverter. In order to
control tractive, regenerative breaking or the speed of the
locomotive, both the frequency and the amplitude of three
phase inverter output are continuously changed. This allows
continuous adjustment of the driving or breaking torque of the
traction motors which means that the driving speed changes
Authorized licensed use limited to: IEEE Xplore. Downloaded on November 13, 2008 at 08:47 from IEEE Xplore. Restrictions apply.
smoothly. More details can be found in [7]. Following are the
main parts of the system.
A. Main Transformer
The locomotive is equipped with a main transformer which
converts the overhead line voltage (25 kV) to the lower
operating voltages. There are four secondary traction windings
(two on each unit having 1142 V), one for feeding the
auxiliary circuits (900 V) and one for the harmonic filter. The
main transformer is installed in an enclosed, oil tight
aluminum tank together with the auxiliary converter
smoothing chokes and three series resonant chokes.
B. Line Converter
The line converter converts the constant frequency AC voltage
supplied by the transformer into intermediate DC link voltage.
It has a task of converting power between the transformer and
the asynchronous traction motors in such a way that optimum
tractive or breaking effort can be generated at any speed. Due
to GTO (Gate Turn Off) technology, the line is ideally loaded
with a power factor very close to unity.
C. DC Link
The power passing through the line converter and the inverter
is not equal to every time interval. Compensation of these
energy differences is performed in the intermediate voltage
link. The capacitor bank in the DC link maintains its voltage at
a constant level. To provide control of over voltages, DC link
is equipped with an over voltage protection unit. This consists
of a resistor and a GTO. In case of a protective shutdown, the
gating signal of converter-inverter GAO’s is blocked and the
energy stored in the DC link is converted into heat energy.
D. Drive Converter
The drive converter of a bogie comprises two valve sets. The
power semiconductors and all snubber circuits are installed in
the valve set tanks. These connect the 2-point intermediate
voltage link to the three phases of the traction motors. On the
traction side, it must be possible to set the terminal voltage
and the frequency in an indefinitely variable manner. The
drive inverter generates a three phase system with variable
voltage and frequency and the energy flow is reversed during
regenerative breaking. It involves pulse width modulation for
controlling frequency and supply for the load side. The type of
pulse width modulation used is sinusoidal pulse width
modulation (SPWM).
E. Traction Motors
The traction motors are asynchronous squirrel cage induction
motors adapted in the electric terms to the traction converter
providing the power source. Both traction motors of one
boogie are ventilated by one traction blower and also
connected with the gear box. Each traction motor is equipped
with two temperature sensors and two motor speed sensors.
Typical parameters of traction motors used in ABB’s WAG
6A are given in Appendix.
905
 III. MODELING OF TRACTION SYSTEM This also makes the resulting lower order harmonics of the
In the present work, complete traction system is sub-divided order of frequency ratio insignificant. For higher values of
into various sub-systems. Each sub-system is modeled and frequency ratio these requirements can be relaxed and it can
studied independently for various operating conditions be increased continuously as the output frequency decreases.
(normal/abnormal) to its minute details to facilitate modeling For modeling and verification of system harmonics, analysis is
as close to the actual system as possible. Once each sub- performed on output phase voltage. This signal is analyzed for
system is successfully modeled and tested, they are integrated harmonics with carrier frequency multiplier 5 and modulation
to form complete system model. For harmonic analysis of index 0.5, 0.8 and 0.89. Output harmonics of phase-a voltage
supply signals, the software selected is PSCAD which has an are plotted in Fig. 3. It can be observed that the even
algorithm to continuously detect spurious oscillations and harmonics are eliminated and significant amount of harmonics
remove them if required [8]-[10]. For modeling of whole are of the order of frequency ratio [12].
system some main library components of PSCAD are used and
some self created components have been developed. For
creating a new component PSCAD provides interfacing with
Fortran 77 for programming the response of components.
Components like variable frequency variable phase angle
function generator, on line frequency scanner and modulo ‘n’
(where n is the number of harmonics) component have been
programmed and designed according to specifications [11],
[12]. Modeled system consists of the following parts.
I. Converter unit
II. DC link filter
III. Drive inverter
IV. Traction motors
The different parts are simulated separately in such a way that
their output waveforms are recorded and easily verified. After Fig. 3 Harmonic contents at frequency ratio 9
verification, they are combined together to form the complete
system. Although not shown here, due to space limitations, The rms value of fundamental phase voltage is given by
each sub-section contains model, output waveforms, E an ( rms ) = ( MI × Vdclink ) / 2
calculations and analytic verifications.
For Vdclink=132.79 kV, calculated values of rms voltage for
IV. HARMONIC ANALYSIS OF OUTPUT WAVEFORM different modulation index are shown in Table I. It can be
observed from Table I that the values obtained from Online
In traction motor control drives, sinusoidal pulse width
Frequency Scanner are almost equal to the calculated values.
modulation (the most efficient method for controlling the gain
and output voltage of inverter) is used. In SPWM, the width of TABLE I FUNDAMENTAL RMS VALUE FOR DIFFERENT
all the pulses is not constant. It varies in proportion to the MODULATION INDEX
amplitude of a sine wave evaluated at the centre of the same
pulse. The gating signals are generated by comparing a
sinusoidal reference signal with a triangular carrier wave of
frequency “fc”. The frequency of the reference signal
determines the inverter output frequency and its peak
amplitude controls the modulation index. Hence, the rms
output voltage can be varied by changing the modulation
index. The number of pulses per half cycle depends on the
carrier frequency. It can be observed that the area of each
pulse corresponds approximately to the area under the sine V. SIMULATION AND RESULTS
wave between the adjacent midpoints of the off periods of the
gating signal. Simulation at different conditions is performed and results
For proper functioning of SPWM the two intersecting are analyzed. It can be observed that all of the even harmonics
waveforms should be in synchronization and for this the of the supply current are found to be suppressed. However, at
frequency ratio needs to be maintained as an integer. It has the instant when the speed of the motor is controlled by
also been observed that if the frequency ratio is an odd number changing the inverter frequency, these harmonics change
then the positive and negative half cycles have the same significantly and lower even harmonics are found to be of the
waveforms, and the output voltage contains no even order of 50 percent of the fundamental frequency component.
harmonics. Hence, the harmonics of the order of the frequency As shown in Fig. 4, content of even harmonic depends on how
ratio dominates. However, for three phase system, it can be fast the motor is drawing current from the supply. It can be
eliminated if frequency ratio is chosen as a multiple of three. observed at time instant 3.2 s from Fig. 4 that the amplitude of

906
Authorized licensed use limited to: IEEE Xplore. Downloaded on November 13, 2008 at 08:47 from IEEE Xplore. Restrictions apply.
lower order even harmonics is significant with respect to
fundamental frequency component. They remain unsuppressed
for many cycles and during this period; the relay identifies this
condition as a fault and maloperates. These harmonics are
absent as long as the locomotive is running in normal mode
(steady state condition). Moreover, the change in odd
harmonics are not that much significant.
Figure 4: Harmonic content at supply side current
Fig 5 Variation of dc link voltage (Volt) and current (Amp) v/s time (sec)
But if current is drawn suddenly from the supply (as shown in
Fig. 5) then asymmetry occurs in the supply side current signal
Authorized licensed use limited to: IEEE Xplore. Downloaded on November 13, 2008 at 08:47 from IEEE Xplore. Restrictions apply.
and the Fast Fourier Transform of this asymmetric signal
results in lower order even harmonic components. It is also
observed that during this event the DC link voltage does not
have any significant change. At the time of starting of
locomotive, an asymmetry is present in the supply side
current. But this does not create any sudden change in even
harmonic component of current, which can be observed at
time instant 0.5s in Fig. 5.
VI. PROTECTION CONSIDERATIONS
As described earlier, when motor is in steady state of its
operation, drive injects only odd harmonics. However, when
drive frequency is changed (or motor is disturbed from its
steady state condition) significantly, large amplitude of even
harmonics is generated. Hence, more the current drawn from
the source, larger peaks of lower order even harmonics are
there. Weller et al. [13] proposed a microprocessor based
distance protection scheme which uses harmonically restraint
overcurrent element. However, this scheme has not entirely
solved the problem of maloperation and fails in case of
significant amount of lower order even harmonics. Hence,
none of the schemes can be effectively used to protect traction
OHE as they might fail either in differentiating between
internal and external faults in case of change in drive
frequency or in classifying high resistance fault at far end.
Furthermore, since the supplies from the adjacent
substations are out of phase by 1200 or 600 depending upon the
transformer connections, they are kept isolated from each
other by a neutral section during normal feeding and by an
insulated overlap during emergency feeding. During the
failure of one substation, supply to its feeding section is drawn
from the adjacent substation by closing bridging interrupter
(Fig. 1). An inadvertent coupling between these supplies leads
to a wrong-phase-coupling (WPC) fault. In this condition, the
impedance seen by the relay at lagging substation will lie in
the second quadrant. In addition, during emergency feeding
condition supply is extended up to next feeding substation,
thus the relay should provide protection up to end of next
section. To solve the above problems, a high speed protection
scheme using WPT is proposed.
VII. HIGH SPEED PROTECTION SCHEME
In the recent years, it has been established that wavelet
transform can be effectively used for fault detection, fault
discrimination, fault classification and calculating phasors of
the measured signals. It is a good solution in the frequency
and time domains, synchronously, and can extract more
information in the time domain at different frequency bands.
A. Wavelet Packet Transform
The use of wavelet packet transform (WPT) as a tool for
signal processing and compression was introduced by
Coifman, Meyer and Wickerhauser [14]. A wavelet packet is a
square integrable modulated waveform with mean zero, well
localized in both position and frequency. In the wavelet packet
transform, each detail coefficient vector is also decomposed
into two parts using the same approach as used in discrete
907
wavelet transform in approximation vector splitting. The threshold value of impedance (Zset). Fig. 7 shows the basic
advantage of this further decomposition is that the time block diagram of the proposed scheme at lagging end.
frequency plane is partitioned more precisely. The complete
binary tree is obtained as shown in Fig. 6.

Fig. 6 Wavelet packet decomposition tree at level 3

Because the wavelet packet coefficients contain information

about the energy-magnitude contribution for each discrete
feature in terms of scale, frequency and position, this provides
a robust method of feature and singularity detection. More
details can be found in [14], [15].
B. Proposed Scheme
The proposed scheme is based on deriving Zlag signal (at
lagging sub-station) which is proportional to the ratio of the
absolute of the additions of wavelet coefficients of voltage and
current signal. Each measured signal (current and voltage) is
decomposed using WPT at third level with the help of db4
wavelet function. The key for optimal wavelet analysis
selection lies in the appropriate parametrization and the
adequate performance measure as well as the accurate
interpretation of the physical phenomenon [16]. In this paper
minimum description length criterion is used for optimal
wavelet analysis selection. It is free from any parameter
setting or thresholding, which makes it adequate for data
compression and denoising applications. More details can be
found in [17]. Extraction of the desired constituent parts of
the current and voltage signal at each frequency band is
obtained by employing wavelet packet transform at each end.
After level 3 decomposition, the SUM signal is calculated
based on sum of different wavelet coefficients W30 up to W37
for voltage and current signal at lagging and leading end.
n 8
SUM X ( j) = ∑ ∑ W 3m ( j)
j =1 m =1
Here, j is the most recent sample and n is the number of
samples in the window and X can be voltage or current signal.
Similarly, signals at leading sub-stations are also decomposed
and Zlead can be obtained. A sampling frequency of 10 kHz for
a 50 Hz system is used. The final performance of the scheme
is given by comparing Zlag and Zlead signal with the set
Fig. 7 Flow-chart of digital relay for traction OHE
A low bandwidth communication channel is used to exchange
information between lagging and leading end substation and
also to obtain status of bridging interrupter. In order to take
care of noise in input signal and to enhance reliability and
security of the system, trip signal is provided with a hysteresis
of three samples. It has been observed that the fault is
identified within a quarter cycle after fault inception. The
value of threshold is chosen based on extensive simulations of
locomotives on traction OHE for different loading and fault
conditions.
C. Selection of Threshold
Determining threshold values is essential in identifying the
reach of the relay, especially in the case of heavy loads. The
magnitude of threshold value is based on the steady state of
current value, i.e. the impact of the change of current is
reflected in the magnitude of the threshold, which is
considered as an adaptive threshold. During normal
conditions, the current can vary due to load effects. So, the
threshold value changes dynamically according to these
conditions. Based on simulations it has been found that the
threshold value (Zset) of 175 is best suited for the proposed

908
Authorized licensed use limited to: IEEE Xplore. Downloaded on November 13, 2008 at 08:47 from IEEE Xplore. Restrictions apply.
scheme in case of normal running of locomotives with a
considerable percentage of overloads.

VIII. PERFORMANCE EVALUATION

A. Earth Fault
Faults are simulated at various locations on the overhead
equipment (line). In order to study the worst case, fault is
simulated at the voltage zero. For the traction system model
shown in Fig. 1, a single line-to-ground fault at 20 km from
lagging end is simulated. Fig. 8 shows the relay performance
at lagging end in the form of Zlag and Zlead signal. It can be
observed that the proposed algorithm correctly identified the
faulted phase within approximately 4 ms.

Fig. 9 Single line-to-ground fault with RF=50 ohm at 36 km from

lagging end

TABLE II RELAY OPERATING TIME FOR EARTH FAULT ON

TRACTION OHE

Fig. 8 Single line-to-ground fault at 20 km from lagging end

B. High Resistance Fault

Many algorithms related to the protection of traction overhead
equipment fail to detect high resistance fault [2]. To analyze
this effect, a case study is set up and a single line-to-ground
fault with RF=50 ohms at 36 km from lagging end is
simulated. Fig. 9 shows simulation result. It can be observed
that the high fault resistance has no significant effect on the
relay performance. The impact of increased fault resistance is
to slow down the rise of the fault responses, but still the
proposed scheme works properly and identified the faulted
phase within approximately 11 ms. Relay operating time for
various earth fault conditions with and without fault
resistances are tabulated in Table II.
C. WPC Fault
Usually, protection for WPC fault on traction OHE is provided
by an off set mho relay and that to earth fault by a plain mho
relay. But due to overlap of two characteristics, some times
the earth fault relay operates on WPC fault too. The
impedance seen by the relay on WPC fault at the substation
with lagging voltage always lies in second quadrant of R-X
plane and that for earth fault in the first quadrant [2].
Therefore, two separate relay characteristics are required to
discriminate between earth fault and WPC fault. The proposed
scheme does not require two separate relay characteristics. As
described in Fig. 10, the proposed scheme operates for WPC

909
Authorized licensed use limited to: IEEE Xplore. Downloaded on November 13, 2008 at 08:47 from IEEE Xplore. Restrictions apply.
fault only when both Zlag and Zlead exceed threshold value. For (i) Continuous Rating 760 kW, 850 V, 960 A, 970
WPC faults the relay detected the fault within 4 ms after the r/min (Six motors in parallel)
inception of fault. (ii) Weight 3200 kg
(iii) Insulation Type C

REFERENCES
[1] H. K. Verma, "Static relays for the protection of 25 kV single-phase
traction overhead equipment" Ph.D. dissertation, Department of
Electrical Engineering., University of Roorkee, Roorkee, India, 1976.
[2] R. P. Maheshwari and H. K. Verma, “Adaptive digital relay for
comprehensive distance protection of traction overhead equipment”,
Proc. Of 6th Int. Conf. on Developments in Power System Protection,
Conf. Publication No. 434, 25-27th March 1997, pp. 331-337.
[3] Gao Shibin, He Weijun, Chen Xiaochuan, “Study on microprocessor
based adaptive protection relay for heavy duty electric traction
system”, Proc. Of 6th Int. Conf (IEE) on DPSP, Conf. Publication No.
434, 25th -27th March 1997, pp. 319-322.
[4] G. Celli, F. Pilo and S. B. Tennakoon, “Voltage Regulation on 25 kV
AC railway systems by using Thyristor switched capacitor”, Proc. Of
9th Int. Conf. (IEEE) on Harmonics and Quality of Power, Vol. 2, 1st -
4th October 2000, pp. 633-638.
[5] U. J. Shenoy, K. G. Sheshadri, K. Parthasarathy, H. P. Kincha and D.
Thukaram, “Matlab/PSB Based Modeling and simulation of 25 kV
Fig. 10 WPC Fault at remote end AC railway traction system-A particular reference to loading and
fault condition”, Proc. Of Int. Conf. (IEEE) on TENCON, Vol. C, 21st
-24th November 2004, pp. 508-511.
IX. CONCLUSION [6] PSCAD/EMTDC “Getting Started Manual” V3, Manitoba HVDC
Research Centre Inc, Manitoba Canada, 2001.
The present traction systems have some problems related to [7] “Electric Locomotives Class WAG6A for Indian Railways”, Training
the operation of conventional distance relays with Program Manual No. TK 6135-178 (December 1988) Vehicle
thyristorized locomotives as they operate without any fault in Description, ASEA Traction ABS-72173, Vasteras, Sweden.
the supply system. Setting of any harmonic restraint relay is [8] M. H. Rashid, “SPICE for Power Electronics and Electric Power”,
Englewood Cliffs, N.J. Prentice Hall, 1993.
practically impossible due to significant amount of odd [9] Dennis Woodford, “Introduction to PSCAD”, V3,, Manitoba HVDC
harmonics in steady state condition and lower order even Research Centre Inc, Manitoba Canada, 2001.
harmonics in case of transient condition. To avoid this [10] W. Leonard, “Control of Electrical Drives”. New York: Springer-
problem, a new wavelet based digital relay, for a Verlag, 1985.
[11] P. C. Sen, “Electric motor drives and control: past, present and
comprehensive protection of traction OHE on both earth fault future.” IEEE Transactions on Industrial Electronics, Vol. 37, No. 6,
and wrong-phase-coupling faults, is presented. By sensing the 1990, pp.562-575.
status of bridging interrupter, the relay can automatically [12] B. C. Smith, J. Arrillaga, A. R. Wood and N. R. Watson, "A Review
extend its reach in case of an emergency feeding condition. of Iterative Harmonic Analysis for AC-DC Power Systems", IEEE
Transaction on Power Delivery, vol. 13, No. 1, January 1998, pp.
The relay is found to successfully discriminate between earth 180-185.
fault and WPC fault. It is able to detect remote end faults, [13] G. C.Weller and P. J. Hindle, “Microprocessor based protection for
particularly high resistance faults, accurately and operates for AC railway supplies”, Proc. Of Int. Conf (IEE) on Main Line Railway
close-in faults and also remains stable against four times the Electrification (DPSP), Conf. Publication No. 312, 25th -28th Set
1989, pp. 144-148.
normal load. [14] Stephane Mallat, “A Wavelet tour on signal processing”, London
(UK), Academic Press, 1998.
APPENDIX [15] M. V. Wickerhauser, “Adapted wavelet analysis from theory to
software”, IEEE Press, New York, 1994.
Main particulars of Locomotive WAG6A are as follows. [16] E. Y. Hamid and Z. I. Kawasaki, “Wavelet-based data compression
for power disturbances using minimum description length data”,
Main Transformer IEEE Transactions on Power Delivery, Vol. 17, No. 2, April 2002,
pp. 460-466.
(i) Weight 9750 kg [17] S. A. Saleh and M. A. Rahman, “Modeling and protection of a three-
(ii) Primary 6746 kVA, 22.5 kV, 299.8 A phase power transformer using wavelet packet transform”, IEEE
(iii) Secondary 6325 kVA, 549 V, 2880 A (two Transactions on Power Delivery, Vol. 20, No. 2, April 2005, pp.
windings) 1273-1282.
(iv) Auxiliary 264 kVA, 377 V, 700 A
Power Converter
(i) Continuous Rating 2448 kW, 850 V
(Two converters)
(ii) Max. Starting current 720 A
(iii) Number of thyristor 24
Traction motor

910
Authorized
View publication stats licensed use limited to: IEEE Xplore. Downloaded on November 13, 2008 at 08:47 from IEEE Xplore. Restrictions apply.