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Analysis of lightning transient in 2 × 25 kV AC autotransformer traction

system

Article  in  International Journal of Power and Energy Conversion · January 2018

DOI: 10.1504/IJPEC.2018.088268

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Int. J. Power and Energy Conversion, Vol. 9, No. 1, 2018 89

Analysis of lightning transient in 2 × 25 kV AC

autotransformer traction system

Mehdi Amiri Dehcheshmeh*,

Seyed Hossein Hosseinian,
Mohammad Hossein Bigharaz and
Kazem Mohseni
Department of Electrical Engineering,
Amirkabir University of Technology (Tehran Polytechnic),
424 Hafez Ave, Tehran, Iran
Email: dehcheshmeh@aut.ac.ir
Email: hosseinian@aut.ac.ir
Email: bigharaz@aut.ac.ir
Email: k.mohseni.epe@gmail.com
*Corresponding author

Abstract: Lightning is one of the most important issues of power outage in

electric networks. Surveying overvoltage caused from lightning event in
electric networks and proposing approaches to reduce the overvoltage are
significant issues. Lightning struck to the traction networks caused some
undesirable effects on traction substation equipment, overhead lines and trains.
To avoid causing the above problems, lightning arresters are installed in critical
points of the network. In this paper, in order to better assess lightning impacts
on the traction systems, firstly, all parts of the traction system are modelled in
EMTP software. Then, network analysis and induction voltages in various
sections are determined. Consequently, according to the maximum overvoltage,
critical points are determined based on the simulation results. Induction
voltages are measured in different parts of the system such as overhead lines,
autotransformers, MAST and train. The achieved curves showed the effect of
lightning arrester in reducing overvoltage obviously.

Keywords: traction network; electric train; lightning; lightning arresters;

EMTP.

Reference to this paper should be made as follows: Dehcheshmeh, M.A.,

Hosseinian, S.H., Bigharaz, M.H. and Mohseni, K. (2018) ‘Analysis of
lightning transient in 2 × 25 kV AC autotransformer traction system’, Int. J.
Power and Energy Conversion, Vol. 9, No. 1, pp.89–103.

Biographical notes: Mehdi Amiri Dehcheshmeh received his BSc in Electrical

Engineering from the Isfahan University of Technology, Isfahan, Iran, in 2010,
and MSc in Electrical Engineering from Amirkabir University of Technology
(Tehran Polytechnic), Tehran, Iran, in 2013. Currently, he is a Research
Assistant at Amirkabir University of Technology. His research interests include
power quality, power systems, eclectic railway network, modelling,
optimisation and lightning analysis.

Copyright © 2018 Inderscience Enterprises Ltd.

90 M.A. Dehcheshmeh et al.

Seyed Hossein Hosseinian received his BSc and MSc from Amirkabir
University of Technology, Tehran, Iran, in 1985 and 1988, respectively, and
PhD from Newcastle University, Newcastle upon Tyne, UK, in 1995.
Currently, he is a Professor in the Department of Electrical Engineering,
Amirkabir University of Technology. His special fields of interest include
transient in power systems, power quality, and restructuring and deregulation in
power systems.

Mohammad Hossein Bigharaz received his MSc in Electrical Engineering from

Amirkabir University of Technology (Tehran Polytechnic), Tehran, Iran, in
2013. Currently, he is a Research Assistant at Amirkabir University of
Technology. His research interests include electric transportation systems,
power systems modelling, optimal control, multi-objective optimisation and
evolutionary algorithms development.

Kazem Mohseni received his BSc and MSc in Electrical Engineering from the
Amirkabir University of Technology, Tehran, Iran, in 2010, and 2013
respectively. Currently, he is studying at University of RWTH, Aachen,
Germany.

1 Introduction

Lightning is a natural disaster caused by electrical discharge in the cloud that can cause
many problems in power systems. Some difficulties appeared in the traction system when
lightning strokes, such as:
a voltage jumping
b destruction of equipment
c increase power losses
d network instability and etc.
Hence, mitigation of lightning effects is an important strategy in the traction network
design. To reach a good reliability and design an appropriate protection in the traction
system, lightning transient investigation is necessary. Arresters are used to improve the
reliability of the traction power system (TPS) against lightning strike.
Recently, a number of studies have been achieved in this context. In Theethayi
(2005), a simulation method based on FDTD has been proposed for lightning transient
surveying in Swedish traction network. In Aodsup et al. (2012), electric train network is
protected against lightning strikes and a perfect shielding angle has been given for
Thailand electric traction network. Jin-Liang et al. (1999) assessed the lightning strokes
on TPS and used Zno arresters to improve the operation reliability of the system. Hiroaki
Morimoto et al. (2012) studied the lightning influence on the DC traction system in Japan
and they proposed a new preventive system of wire break caused by ground faults
triggered by lightning strokes. Costea and Nicoara (2009) checked the induced
overvoltage due to lightning strokes in the distribution systems and discuss how lightning
affect the end users. In Sun et al. (2011), voltage-current profile of Zno arrester has been
presented. Arai et al. (2011) describe the lightning propagation model along the rails and
analysed the lightning effects on the signaling system of Japan electrical railway. In
 Analysis of lightning transient in 2 × 25 kV AC 91

Delfino et al. (2003), a complete model of a typical light railway transportation system
(LRTS) has been developed and the transient behaviour of the system analysed with
PSCAD-EMTDC. Jacqmaer et al. (2008) study the electromagnetic treatment of the
Belgian railway when the lightning happened. Theethayi et al. (2007) calculate induced
voltage caused by lightning on the Swedish traction system facilities and present the
electromagnetic-compatibility (EMC) issue of this problem. Mazloom et al. (2011)
determined induced voltage across the autotransformer and booster transformer
connected to the Swedish electrical railway.
In this paper, Tehran-Karaj 2×25 kV AC Autotransformer Traction System is
completely modelled in EMTP and the effect of lightning on the system analysed, then,
induced voltage on the different parts of network measured. Furthermore, the impact of
the mast grounding resistance to the induced voltage value has been determined. Finally,
we used arrester in the different parts of network to reduce the overvoltage that create by
lightning.

Figure 1 Power supply of a traction system (see online version for colours)

Figure 2 Arrangement of a MLT

2 Configuration of the TPS

As it seems in Figure1, traction system fed by two phases of the power network and
connected to the Catenary (C), Rail (R) and Feeder (F) with a centre-tap transformer.
Figure 2 shows the arrangement of the multi-conductor transmission line (MTL) in the
electrical railway network. In addition, this arrangement has 14 conductors. These
92 M.A. Dehcheshmeh et al.

conductors suspended in the air by definite number of masts that distributed along the
track. In every 8-12 km of the line, an autotransformer be installed for some objectives
such as: returning the traction current to the sub-station, prevention of electromagnetic
interference between telecommunication circuits and power electronic equipment,
decrease of spraying rail current in to the earth depth and etc. (Ho et al., 2005; Lee
et al., 2004).

3 2 × 25 kV AC traction system modelling

To analyse transient conditions caused by the lightning strike to electric train supply
system, Firstly the entire network must be modelled (see Figure 3). Here, the modelling is
performed in transient program (EMTP). Different part of traction system is: traction
post, autotransformer, train, rails, mast and overhead lines which includes: catenary,
messenger wire, feeder, protective wire.

Figure 3 Equivalent circuit of a traction system, (a) schematic diagram (b) finite element model
(see online version for colours)

(a)

(b)

3.1 Overhead lines

Overhead network of traction supply system is formed of 14 conductors in two
round-trip. Here we have used just one track for simulation analysis.
To simplify the simulation, only the fourth conductor C and F and G and R are used
(this assumption does not affect the whole issue) as shown in Figure 4.
 Analysis of lightning transient in 2 × 25 kV AC 93

Figure 4 Overhead line model (see online version for colours)

Mariscotti used three conductors R, F and S in modelling the Autotransformer power

supply system. The values of self and mutual impedances between them are obtained
through short circuit and open circuit experiments. Figure 4 shows the overhead network
of 2 × 25 Autotransformer traction supply system.
Self and mutual impedances of the system are shown in Figure 4 which expressed
with equation as below.
⎡ Z GG Z GC Z GR Z GF ⎤
⎢Z Z CC Z CR Z CF ⎥⎥
Z =⎢
CG
(1)
⎢ Z RG Z RC Z RR Z RF ⎥
⎢ ⎥
⎣ Z FG Z FC Z FR Z FF ⎦

3.2 Modelling the MAST

As you can see in Figure 5, MAST is comprised of two parts that each part is modelled
by a no-loss line serried with paralleled R and L. Wave transmission speed is considered
equal to speed of light. Paralleled R and L are put to model the mitigation of lightning
strokes.

Figure 5 MAST model in traction system

94 M.A. Dehcheshmeh et al.

3.3 Lightning and overvoltage

Lightning intensity basically depends on the ground flash density, Ng, in flashes per km2.
However, Ng is not exactly available and the lightning severity based on the number of
thunderstorms per year, Td. The value of Ng can be approximated by using the following
equation.
Ng = 0.04 Td 1.25 flashes/km 2 /year (2)

For example, the average number of flashes/km2/year in the Portland, Oregon, is 0.1, but,
the average number of flashes/ km2/year in Florida is 8 (IEEE Guide; Pham et al., 2000).
Lightning stroked on overhead catenary system (OCS) and increase the voltage of
conductors.
Some components of the OCS system including messenger wire, contact wire,
supporting structure of which consist metallic poles, cross-arms and the running rails are
situated closely to each other.
The cross-arms and grounded metallic poles may provide some criteria to shield the
OCS contact wire from a direct lightning stroke. In rare conditions, if the lightning strikes
the OCS wire directly, flash over certainly will happen mostly, since the dry and wet
flashover values of the OCS insulators are relatively low in comparison with the direct hit
lightning stroke peak voltage that could be further than 200 kV. The following equation
is used in power distribution overhead lines and it is capable to calculate the discharge
current and energy for the OCS surge arresters (Paul, 2002).
I A = ( ES − E A ) Zocs (3)

where, EA is the arrester switching impulse discharge voltage (kV), ES is the prospective
switching surge voltage (kV), Zocs is the surge impedance of the OCS wire (Ω) and IA is
the switching impulse current (kA).
Energy discharged by the arrester can be assessed by the following equation.
I A = ( ES − E A ) Zocs En = 2 L.EA.IA / v (4)

where IA is the switching impulse current (kA), L is the line length (km) and v is the
speed of light (300,000 km/s).
The above equation assumes that the total line is charged to a prospective switching
surge voltage and then it will be discharged into the arrester during twice the travel time
of the line.

3.4 Arrester model

Arrester in used to limit the amplitude of network over-voltages. In EMTP, Arrester is
modelled as a nonlinear resistance. The most common used types of Arresters in Traction
system are Zno types.
When a lightning strikes the MAST or network conductors, the resulting over-voltage
of it is limited by the Arrester. So that the lightning wave discharges its energy in
Arrester, it does not harm other parts of the network. Figure 6 shows the Arrester location
in the electrical traction network.
 Analysis of lightning transient in 2 × 25 kV AC 95

Figure 6 Lightning arresters location in traction system (see online version for colours)

To select the appropriate Arrester, the Arrester discharge current and the amount of
energy absorbed by it is important. The electrical parameters of metal oxide arrester for
Traction network is given in Table 1.
Table 1 Electrical parameters of metal oxide arrester

System voltage 38 kV
Arrester voltage 25 kV
Continuous operation voltage of arrester 29 kV
Energy absorbed by arrester 5.5 kJ/kV

Heat distribution ability on arrester directly defines its thermal stability. The time of heat
distribution on using arresters in Traction system in 20 degrees Celsius is 35-45 minutes.
Impedance of soil at the foot of the mast has a significant impact in maximum
over-voltages caused by lightning hitting of Traction network. Soil, due to its ingredients,
shows various behaviours. When a large current such as a lightning current passes
through the soil, the soil ionises and its resistance changes.
To obtain an accurate model of it is very difficult because its impedance is nonlinear
and frequency dependent. Various models have been considered for the soil impedance.
The model that is presented here gives relatively better results. Using equation (2) we can
calculate the nonlinear impedance of soil.
R0
R T= (5)
2πR02 I S
1+
E0 ρ

where R0 is ground resistance in low current and frequency. IS is lightning current passing
through the mast. ρ is soil resistivity in Ω.m and E0 is gradient of soil ionisation gradient
which is approximately considered 300 kV/m.

3.5 Autotransformer model

In Traction network, the Autotransformer is located between Catenary and the feeder and
because the lightning hitting to the network causes an induced voltage on
Autotransformer windings, so modelling in this case is necessary.
96 M.A. Dehcheshmeh et al.

Figure 7 Configuration of Tehran-Karaj traction system (see online version for colours)

3.6 Case study

For transient analysis of lightning strike to electric train network, Tehran-Karaj (Iran)
traction network is modelled (see Figure 7). In this figure, current distributions and the
placement of Autotransformers and the distance between stations are shown.
System impedance is expressed as follows:

⎡ 0.6 + j 045 0.057 + j 0.088 0.057 + j 0.095⎤

⎢
Z = ⎢0.057 + j 0.088 0.2 + j 0.21 0.057 + j 0.04 ⎥⎥ (6)
⎢⎣0.057 + j 0.095 0.057 + j 0.04 0.24 + j 0.12 ⎥⎦

Z AT = 0.1 + j 0.4 (7)

4 Simulation results

2 × 25 kV autotransformer traction system is modelled in EMTP software. Here, the

distance between spans is considered 50 metres. To simplify the analysis, we regard only
two trains on the system. The lightning current waveform by default is assumed
10/350 μs.
In Figure 8, system voltage is shown, when lightning strokes on protective wire
(guard), feeder and catenary.
 Analysis of lightning transient in 2 × 25 kV AC 97

Figure 8 System voltage during lightning strokes on system parts, (a) guard voltage (b) feeder
voltage (c) catenary voltage (d) rail voltage (see online version for colours)
5
x 10
7
lightning at Guard lightning at Feeder lightning at Catenary

4
Voltage (v)

-1

-2
0 0.05 0.1 0.15 0.2 0.25 0.3

Time (ms)

(a)
5
x 10
12
lightning at Guard lightning at Feeder lightning at Catenary

10

6
Voltage (v)

-2

-4

0 0.05 0.1 0.15 0.2 0.25 0.3

Time (ms)

(b)
98 M.A. Dehcheshmeh et al.

Figure 8 System voltage during lightning strokes on system parts, (a) guard voltage (b) feeder
voltage (c) catenary voltage (d) rail voltage (continued) (see online version for colours)
5
x 10
12
lightning at Guard lightning at Feeder lightning at Catenary

10

6
Voltage (v)

-2

-4

-6
0 0.05 0.1 0.15 0.2 0.25 0.3

Time (ms)
(c)
5
x 10
5
lightning at Guard lightning at Feeder lightning at Catenary

2
Vo lta g e (v )

-1

-2

-3

-4
0 0.05 0.1 0.15 0.2 0.25 0.3

Time (ms)

(d)
 Analysis of lightning transient in 2 × 25 kV AC 99

Figure 9 shows the impact of resistance at the foot of the MAST on the network. It is
obvious that, the more resistance caused the more voltage induced on the different parts
of the network. Table 2 includes the maximum voltage on the conductors when foot
resistance is changed.

Figure 9 Voltage variation due to the MAST resistance (see online version for colours)
5
x 10
14
R1 R2 R3 R4 R5

12

10

8
Voltage (v)

-2

-4
0 0.05 0.1 0.15 0.2 0.25

Time (ms)

Table 2 Maximum voltage on the conductors when foot resistance is changed

R1 = 5Ω R2 = 10Ω R3 = 20Ω R4 = 50Ω R5 = 100Ω

Maximum voltage 160 kV 290 kV 1121 kV 1350 kV 1350 kV
on guard
Maximum voltage 142 kV 193 kV 285 kV 491 kV 1207 kV
on feeder
Maximum voltage 137 kV 182 kV 273 kV 482 kV 1167 kV
on catenary
Maximum voltage 48 kV 93 kV 198 kV 311 kV 482 kV
on rail

In Figure 10, we have given a comparison between the existence and lack of arrester in
network.
According to Figure 10, in the state which the Arrester is installed in the network,
induced voltage on the system is greatly reduced. Table 3 shows maximum voltage on the
conductors in each state, with and without arrester.
100 M.A. Dehcheshmeh et al.

Figure 10 System voltage with and without arrester on feeder and catenary, (a) catenary voltage
(b) feeder voltage (c) rail voltage (d) rail voltage when arrester allocated on the rail
(see online version for colours)
5
x 10
3
with arrester without arrester

2.5
Maximum voltage

1.5
Vo lta ge (v )

0.5

0
Maximum voltage

-0.5

-1

0 0.05 0.1 0.15 0.2 0.25 0.3

Time (ms)

(a)
5
x 10
3
with arrester without arrester

2.5 Maximum voltage

1.5
Voltage (v)

0.5

0
Maximum voltage

-0.5

-1

0 0.05 0.1 0.15 0.2 0.25 0.3

Time (ms)
(b)
 Analysis of lightning transient in 2 × 25 kV AC 101

Figure 10 System voltage with and without arrester on feeder and catenary, (a) catenary voltage
(b) feeder voltage (c) rail voltage (d) rail voltage when arrester allocated on the rail
(continued) (see online version for colours)
5
x 10
2.5
without arrester with arrester

2
Maximum voltage

1.5

Maximum voltage
1
Voltage (v)

0.5

-0.5

-1
0 0.05 0.1 0.15 0.2 0.25 0.3
Time (ms)

(c)
5
x 10
2.5
with arrester without arrester

2 Maximum voltage

1.5

1
Voltage (v)

0.5

0
Maximum voltage

-0.5

-1
0 0.05 0.1 0.15 0.2 0.25 0.3

Time (ms)

(d)
102 M.A. Dehcheshmeh et al.

Table 3 Maximum voltage of the conductors in two states: with arrester and without arrester

With arrester on feeder and catenary Feeder voltage 47 kV

Catenary voltage 42 kV
Rail voltage 148 kV
Without arrester on feeder and catenary Feeder voltage 325 kV
Catenary voltage 291 kV
Rail voltage 218 kV
With arrester on rail Rail voltage 38 kV
Without arrester on rail Rail voltage 218 kV

5 Conclusions

Effort in increasing the reliability of the traction system especially under lightning struck
is more significant and undeniable. This paper represents an approach to model the TPS
to analyse the lightning transient with EMTP software. Tehran-Karaj traction system is
taken into account as a case study and all parts of the network such as: autotransformer,
overhead line, train, MAST and etc. are modelled. As it shown in the results, induction
voltage on the conductors is increased while foot resistance of the MAST is increased.
Locating the lightning arresters at the different place of the network reduced the
overvoltage at least 6 times in comparing the state without arresters.

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