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Boora, Arash A. and Zare, Firuz and Ghosh, Arindam and Ledwich, Gerard F.
(2007) Applications of power electronics in railway systems. In Proceedings
Australasian Universities Power Engineering Conference, 2007 (AUPEC 2007),
pages pp. 113-121, Perth, Western Australia.
MW) and high speed intercity (4-6 MW) trains. Very high
Abstract— Power system interface with electrified railways speed commuters (TGV: 8-10MW) and freight trains (EU: 6-
(ER), auxiliary power, hybrid trains, electromagnetic interface 10MW, US: 18-24MW) are high demand railways. To
(EMI) and traction are reviewed in this paper for diesel electric establish a railway system its economical and technical
trains and ERs. Auxiliary power supply is a low voltage AC/DC
power supply for onboard devices with an important
feasibility, compatibility with other power system customers
consideration for safety equipment. In diesel electric railways and adjacent communicational systems should be considered
because of variable train speed, a sort of compromise is taking [3]. Light trains are designed to stop every 2 or 3 km to cover
place between traction and auxiliary power which usually affects a wide urban area and they require accelerating and
auxiliary equipment performance. Hybrid train’s energy storage decelerating fast enough to be efficient. When the working
unit can compensate this deficiency. Other challenges in railways field of railway is wider to cover suburban areas, commuter
are their compatibility with power and communication systems.
trains come along. They travel in longer distances and longer
Index Terms— active filters, electrified railways, hybrid trains, intervals (5 to 10 miles) between each stop and with higher
electrified railway power system, power electronics. speeds (125 mile/h). Their feeder voltage needs to be AC to
reach high enough voltage levels of 15kV or 25 kV. If
I. INTRODUCTION frequency of stops is reduced to achieve higher speeds and
more carriage, high speed intercity trains will be defined. An
R ailways are basically categorized to Electrified and
Diesel-electric systems. This classification dictates a
majority of their characteristics.
identical ex. for high speed train is TGV which has a single
phase 25kV; 50Hz on its catenary TGV can travel up to 330
Auxiliary power is a low voltage AC and DC power miles/h. the power supply of TGV is handled by French
supply for different onboard devices. The other challenge in national grid on voltage levels of 275 kV or 400 kV to
railways is desirable performance of auxiliary power supply to increase reliability and power quality. There are other high
keep lights, air condition etc. regardless of trains running mode speed railways (HSR) like ICE in Germany or HSR 350X and
and rail conditions. Considering that safety equipment is KTX in Korea [5] Sinkansen and Maglev in Japan. For general
powered by an auxiliary power supply elucidates its information about worldwide high speed trains are described
importance. When it comes to auxiliary equipment reliability in [17].
in diesel electric because of varying running mode a sort of However very high power traction motors are applied in
compromise is taking place between traction and auxiliary freight trains especially those are running in US. They run in a
power. This usually affects auxiliary equipment performance. low speed high power manner. Because of this high power and
Hybrid train’s energy storage unit can make up this lower priority of freight in comparison to passenger carrying
inefficiency. Different kinds of railways ex. high speed, trams, railways, freight electrification has more power quality
intercity, freight etc. has these challenges in diverse extents. problems and less economical justification.
There are some general approaches that can be involved in all
or some of coming categories like [74] which briefly reports
about a railway system simulation considering all various III. POWER QUALITY
aspects of control, traction, auxiliary power, braking etc. One of main problems regarding to electrified rail ways is
Another general assertion is [14] which explain china’s power quality shortage that can reduce other customers’ usage
railway potential for new technologies. efficiency below standards. Railway produced power
disturbances which can be classified as below:
countries devoted a specific power system to their ERs and solutions regarding to all of these challenges which are used in
made other customers isolated from power quality different countries. In Germany and Sweden low frequency
disturbances produced by railway. The other solution is to use systems are used which are low frequency power system in
DC transmission systems for trains. This strategy is working Germany and frequency conversion in Sweden. However in
and different standard and a few not standard DC voltage England, France, USA and Africa higher voltages has reduced
levels are used to supply railway system. In this approach the problem in different manners which are connecting railway
railway is connected to a main power system trough an AC\DC supply system to main network in a high voltage point of
rectifier and all of the power turbulences are cut off at a point common coupling or designing railway system to work under a
of common coupling by this high voltage rectifier. The other higher catenary voltage. All of abovementioned methods are
solution was to design railway train to work as AC load but not relying on a strong power system at the PCC to keep
necessarily with standard frequency of 50/60 Hz. There are unbalance under 2% and harmonic distortion within standard
different voltage levels for this type of railway power feeding. limits as well.
The solutions before power electronics viability for this
level of voltage were limited to a few balancing
transformations in AC feeders namely: V transformer, Scott IV. ACTIVE POWER FILTERS
transformer and Le Blanc transformer all of them well Considering power electronics facilities new frontiers
compatible with simple single phase transformation in opened to power quality compensation solutions. Load
capability of unbalance reduction. (Fig 1 from 80) unbalance can be attenuated by making controlled power
transmission paths between two or three single phases owing
to power electronic switching circuits.
In [16] 25 kV feeder characteristics are presented and
reasons for power quality problems in railway systems are
mentioned, followed by brief description of methods for
compensating these shortage. Namely:
1) Reducing the distance between 25kV supply substations.
2) A higher fault level at each 25 kV supply station.
3) Using static VAR compensator as voltage support at each
supply point.
4) More switching stations between each two adjacent
substations to limit faults.
5) Series capacitors either in substations or overhead wiring.
6) Shunt connected capacitors either as circuit-breaker
capacitors or reactive power compensator.
7) Transformer type series regulators in the overhead line.
Fig 1: Common traction system to grid configurations 8) On-load tap changing transformers installed for each
substation.
Also to keep unbalance system within standard levels a 9) Paralleling feeders to share load between them and
strong network (high short circuit duty) should be used at the alleviate unbalance.
voltages of 220kV, 115kV or 69kV at least. 10) Engineering the geometric configuration of feeders to
reduce its series impedances.
B. Harmonic distortion
11) Single phase transition to distant stations at a higher
There are speed drives, power conversion equipment or voltage to decrease voltage loss.
frequency converters that inject harmonic in to railways 12) Paralleling of adjacent substations via the overhead line.
suppling power system. These harmonics can disturb other 13) Installing switching capacitors on board.
power systems or lead to high frequency electromagnetic fields 14) Twining contact overhead lines to reduce inductance and
incompatible with close equipment as well as train signalling resistance and increase the line’s current capacity.
system. There are some classic solutions for harmonic 15) Unbalanced autotransformer voltage.
distortion reduction like third sequence harmonic eliminator 16) Storage batteries connected by inverters to collect extra
transformers. An active power filter is a modern solution for power and support overhead line voltage.
these problems such as unbalance, harmonic distortion and low
power factor problems.
A. . Active filters structural characteristics
C. Flicker
In [26], [27] and [65] power electronic compensators are
As the train passes between two adjacent substations voltage designed, simulated and experimented to control voltage form
sag may happen and affect other customers electrical light factor on 25 kV ERs. The presented active power filter in [26]
performance so called flicker. There are some structural and the hybrid (passive and active filters) multi level ones
3
presented in [65] and [27] are shunt connected to solve both main supply and railway lines. The compensator which is a
harmonic distortion of 3rd , 5th and 7th harmonics and low two phase inverter is connected to this medium voltage line
power factor. The shunt compensator is installed at the end of and senses and then regulates this voltage. (Fig 3 from [66])
overhead line and works regarding to the voltage which senses
at its connection point. In [67] an algorithm to achieve high
performance selective harmonic extraction is revised. In [68]
same active filter as [65] is deal as impedance connected to
end of feeder line. The paper is optimizing this impedance to
find the most effective control strategy for proposed active
filter to achieve acceptable voltage pantograph along the
whole line. In [64] another shunt connected active power
compensator is presented that suppose to compensate
unbalance created by railway application on power system in
addition to reactive power required by traction motor. The
method is upgrading a traditional Scott transformer with a
bidirectional inverter that can balance two output phases of
Scott transformer by transmitting a fraction of overloaded
Fig 3: an intermediate voltage level between to regulate voltage
phase to under loaded one. By side the inverter compensates
harmonics. [33] has realized same but more advanced strategy
for Shinkansen high speed railway (HSR). (Fig 2 from [33]) B. . Active filter equipped power systems analysis
In [51] a power system simulation has been directed to
extract unbalance vulnerability of a test network. According to
[51] voltage and current unbalance are related to train load and
motion conditions and power supply configuration. Classic
methods of unbalance alleviation which generally are 3 phase
to 2 phase transformers are considered in this unbalance effect
study (3 phase to 4 phase transformation for rail way
application is proposed in [75]). To compare different railway
load distribution effect four experiments with varying loads
and different arrangement has been prepared.
[48] specifically focuses on active filter for tram. Unlike
above mentioned active filters this one acts as an input or
Fig 2: Scott transformer and DC/AC converter application for power balance
in Railway system. series filter. In [37] the mathematical technique of Diakoptics
is applied for railway system solutions. Diakoptics is to tear a
In [76] hybrid active power filter (passive filter + active given system into a number of independent, then joining the
filter) configurations are classified and modelled and their solutions of separated parts together for the solution for
characteristics are tabulated (Table. 1) and explained. In complete problem. It is a good idea for railway power system
addition the problem of unbalanced harmonic distortion is with indispensable characteristic of changing loads and more
mentioned. To solve this problem in an exact way, positive, identical: changing structure of under study railway system by
negative, and zero sequence harmonic compensation should de its train’s movement. In [69] harmonic analysis for Korean
revised. A novel configuration and control strategy is railway system has been implemented. To direct this study an
presented. In [56] a power electronic system stabilizer is eight-port model for considered railway is defined and
utilised for HSR distribution system. The proposed method presented. In addition, to certify proposed model simulations
assesses relationship between power loss and stability in based on the model is compared with measurement in. Further
railway supply system. The case study in [56] is Korean HSR. more amplification of harmonic by resonance in railway
It claims that by reducing voltage drop through compensating electrification system is studied. In [31] a mathematical
reactive power system stability will increase. The stabilizer approach to extract general control strategy for advanced
produces required reactive power. In [34] voltage switched 25kV-50Hz ERs has been performed. The objective of
capacitors are applied to regulate voltage on a 25 kV railway nonlinear control is to attain current and voltage balance in
system. [34] uses a cheaper device (thyristor) in comparison power system regardless of uncertainties and nonlinearities. In
with mentioned references. As a drawback, compensation in [79] a purely structural approach calculates the optimal
this method can be conducted in steps and not continuously. In positioning of RC-banks to reduce harmonic distortion in a
addition thyristor is a source of harmonics because of its low given railway network. Then Optimization is focused on R and
switching frequency. In [66] a different compensating method C amounts to alleviate harmonic amplification. In [78] the case
is introduced which adds a medium voltage level between of Taipei MRT DC system is studied, focusing on harmonic
quantity and quality. In [78] practical measurement method
4
which is used in this study is explained and measurements be use as signalling conductors. Nevertheless rails may act as a
results are presented and compared with mathematical part of return path for power current. This multi application
predictions. Then parameters that can not be easily considered makes a compatibility challenge which has a considerable
in mathematical harmonic analyse methods are named and the number of related papers. EMI is strongly related to earthing
difference they make is shown in measurement results. In [49] methods because currents passing through earth connections
Olympic electric train is studied in the power quality point of can be directed by high frequency harmonics and produce high
view. Chargeable batteries are used to improve power quality frequency electromagnetic fields.
in case study system. In [86] and [92] probabilistic methods In [60] electromagnetic compatibility (EMC) of an
for load flow in ER suppling power systems is suggested. They auxiliary power electronic converter for London under ground
purpose to layout Probability density functions of voltage or trains is studied and results are presented. It has classified
power flow in certain point of the power system which EMC to these subtitles:
indicates the ranges of variations of these parameters. In [80] 1) Signalling interface
traction unbalance problem is discussed and some 2) Magnetic fields
methodologies to analyse are presented. Then a new method is 3) Telephone interface
offered which is based on sensing and compensating the 4) Radiated RF (radio frequency) emissions
negative sequence of three phase power supply. The point 5) RFI (radio frequency interface) Immunity
The source of EMI is power converters on vehicle board.
about this idea is that multiple sources of unbalance do not
This research tries quantizing EMI and EMC in proposed
interact because their effect on negative sequence is additive
underground railway. In [36] earthing and bounding of ERs
and can be deal separately.
are studied. Different structures of 25kV and 2x25kV AC
In [70] three level PWM inverter which is used for the HSR railway feeders are presented and concept of earthing is
traction drive is studied. The purpose is to analyses its discussed regarding to them. Then DC railway feeders are
harmonic current characteristics in steady state mode. A premeditated and their practical earthing and bonding
comparison between a three level converter harmonics with a strategies are presented. At the end earthing in depots is
pair of interlaced two level converters is presented and addressed, which is most the challenging problem in earthing
resulted to their equality in this point of view. engineering, Because safety, corrosion, operational and
In [71] a model of an auto transformer fed AC HSR is technical requirements have to be satisfied by earthing in this
presented. Voltage pantograph in HSR is more problematic area.
because of fast change of load and structure by train’s [21] is about signalling and inter locking in railways
movement. [71] has utilised its proposed model to introduce a which are concerned about two traffic control issues. Firstly to
generalized, multi rout, and efficient method to solve keep safe distance between two trains running in same rail,
complicated system of working HSR. In [72] a mathematical secondly traffic controlling in intersections and junctions. The
work is done to estimate voltage unbalance due to HSR power safe distance depends on trains’ dynamic state and rails
demands. Different main power supply and feeder connections situation, so it should be sensed correctly. [22] is explains
are considered and there potential to reduce unbalance is about train detection in details. Related communication and
compared. [90] has suggested a rigorous way to evaluate supervision is discussed as well. [23] is focused on EMC in
both approaches of disturbance source and equipments
voltage unbalance produced by single phase HSR application
vulnerability. Some potential problems caused by EMC are
on power system. This new method’s results are compared
mentioned in [23]:
with traditionally formulas for unbalance estimation. In [90]
1) Interference to safety signalling systems from power
the case of Taiwan HSR is studied. Another study concerning electronic traction vehicles.
about unbalance estimation is presented in [91], which uses 2) Interference between AC and DC traction electrification
dynamic load estimation (DLE) to predict railway produced railway systems.
unbalance. In this way an algorithm is illustrated which is used 3) Safety hazard due to electrical voltage induction on metal
to estimate dynamic load of Taiwan HSR and then foresee fences near the track.
unbalance affect of this changing load. In [93] the regarding [23] Has categorized EMI in railways to internal, outgoing and
power system (Taipower) which -due to geographical incoming.
situations- is a longitudinal power system is studied to extract It is followed by some general strategies to alleviate EMI
impact of HSR on such a power system. produced in traction system [24]:
1) Frequency departure of traction power and train’s
signalling system.
V. SIGNALING EARTHING AND EMI ISSUES 2) Appropriate cable screening, termination and positioning
The other challenge issue in electrical and diesel electric for inductive interference reduction.
3) Suppression of arcs drawn by traction power current
railways is EMI. In other words railway engineers need to
collection systems to reduce RF interference.
make sure that their system is compatible with communication
[24] Continues accurate mathematical calculation to
systems either railway’s signalling system or other in close
attain EMI vulnerabilities of railway system related to traction
proximity RF communicational systems. In addition rails may system. There are more general and concentrated papers in
5
signalling ex. [100] is around British Railway’s history in system interface of DC feeder systems is limited to some
signalling technologies. [101] is an early survey on signalling harmonics injected to power system at substations that can be
systems, Which has theorized signalling and listed common attenuated by appropriate filters. The other problem with DC
purposes of signalling ex. speed increasing, reduction of railway supply system is ground return current that may be
distance between trains and so increasing rail capacity. [102] cause of corrosion.
has suggested formal mathematical methods to specify and
design railway signalling schemes.
When the case is mass transit railway systems, signalling B. AC
strategy can contribute in concepts of power and energy standard AC voltage supply for ERs are 25 kV, 50 Hz -
management. For ex. starting time of multiple running trains which suppose to dominate Europe railways as a regional
which are supplied by same power network has considerable standard to unify European railway system [8] [7] [28] [6] [4]-
effects on peak power demand. Regarding to mass transit or 25 kV, 60 Hz for countries with 60 Hz power system ex.
railway systems [103] has suggested generic algorithm to Japan, US and 15kV, 16.7Hz –in Germany, Austria and
optimize traffic. Scandinavia- and 50kV 50/60 Hz or 2x25kV [94], 50/60 Hz
[104] has explained a heavy traffic light train railway from using auto transformers –for very high power applications- all
the signalling point of view. The main obligation is to arrange installed as overhead single phase lines. Due to less insulation
signalling in a way that trains can keep moving and interrupts
restriction with higher frequency, much higher voltage level is
be eliminated. The innovation suggested in this paper is to use
feasible in AC power transmission to trains, leading to
separated communication system to locate moving trains by
remarkable reduction in power lose.
data transfer between train and a parallel installed
communication system. Traditionally partitioned rails were The other subcategory of AC supplied railways is those
used to detect moving trains’ positions, as accurate as which are working with a lesser frequency than main
shortness of each rail partition. To compare abovementioned network’s. Low frequencies systems like 25kV/12.5kV and
train detection systems with recently proposed systems, [105] 25Hz, 16.5kV and 16.7Hz, and 25kV/15kV and 15Hz have the
can be mentioned which considers application of GPS for advantage of lower inductive lose in comparison with standard
signalling and train position detection. At last [106] and [87] frequencies of 60/50Hz [29].
are explaining technical aspects about application of satellite Distance between substations and power of each substation
in railway signalling and navigation. To have a broader depending on trains load, speed and catenary characteristics
approach to railway system compatibility concept [52] is varies among 20 to 80 miles. Basically the higher feeder
worthy to be reviewed. It covers all of probable compatibility voltage the longer distance between substations is allowed.
problems including EMI. multi voltage traction systems are designed to remove the need
of locomotive change when voltage level changes [61].
of current interest. realized rail vehicle that employs SuperCaps as lone power
source.
under study. [59] focuses on dynamic brake energy application either in electrified or in diesel electric systems are
recuperation on North American freight locomotives. It presented. Fundamental information of this paper can be
suggests hybridisation for a rout that has two characteristics: it useful. Other reviewed papers which utilize early power
contains 25 miles long down grade and it has a heavy traffic of electronic equipment are [40] and [57]. [15] is explaining a
about 80 traversing trains a day. [73] and [99] has approached diesel electric train serving in Indonesia.
Superconducting Magnetic Energy Storage (SMES) and [41] Has improved traction system to act as reactive power
battery energy storage combination as a load levelling device. compensator. To achieve optimal result a central control
Simultaneous application of SMES and battery is optimized to system dictates each trains reactive power to minimize power
increase life cycle of both. Another optimization in [77] is loss along the line. [46] is a general paper which covers power
undertaken to minimize volume of storage unit. In [99] SMES electronics enhancements which are interesting for traction
is connected to feeders unlike [73] and [77]. (Fig 5 from [77]) application. It has focused on a comparison between IGBT and
IGCT at last. [43] introduces new generation of IGBT switches
Grid
tailored for traction. The presented IGBTs are employed in an
experimental train’s traction system. [44] has concentrated on
AC/DC and DC/AC converters in HSR traction application. It
has suggested a modular topology to supply multiple induction
SMES motors with multi level modulation satisfactorily. For auxiliary
power an extra transformer winding is devoted. [47]
introducing a tram traction system which aims to reduce the
Overhead Line energy consumptions in addition to increased safeness and
travellers comfort. The tram is running in Croatia and results
are experimental. In [50] a vector controlled tram traction
system is presented and manipulated. Regenerative braking is
considered for [47] and [50]. [63] is a vector control induction
motor study realized for traction application. [75] presents a
control system for motor suppling power electronic circuit,
which suppose to feed traction motor without a regulated DC
Fig 5: SMES application in electrified railway link. [84] analyses traction system as a whole including
inverter, rectifier, and contactor and DC traction motor.
switches. In [81] an adaptive inverse model controller is [10] P. G. E. Vos “The Auxiliary Power System for Double Deck Trains”
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