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Steve Aubert - ABB SFC - Final - 4 Paper
Steve Aubert - ABB SFC - Final - 4 Paper
Steve Aubert - ABB SFC - Final - 4 Paper
Summary
This paper presents the results of a study showing the potential benefits of installing static frequency
converter systems instead of the more traditional single phase transformer solution for 25 kV 50Hz
traction power supply.
The static frequency converter (SFC) solution is already well established for railway systems with lower
frequencies like 16.7 Hz and 25 Hz. A detailed analysis will emphasize the technical setup possibilities
and benefits of this solution compared with the conventional transformer supply solution for 50 Hz
substations. Although the power supply by means of single phase transformers connected to the three-
phase domestic grid seems to be obvious and simple at a first glance, several disadvantages (e.g.,
unbalanced loading of the three-phase grid, harmonic current injection from the railway into the feeding
grid and the need for neutral sections in the catenary system) can be eliminated by using SFC. Results
will show that a traction power supply concept based on SFC solution reduces installation, operation
and maintenance costs, while increasing system efficiency and reliability in addition to generating extra
revenue in the form of reactive power compensation on the public grid.
The paper will also introduce the reference project, Wulkuraka, one of the new static frequency converter
feeder stations of Queensland Rail near Brisbane.
AusRAIL 2015
24 – 26 November, Melbourne
Ch. Zhao, C. Banceanu, Th. Schaad, Ph. Maibach, S. Aubert Static Frequency Converters
ABB Switzerland Ltd
AusRAIL 2015
24 – 26 November, Melbourne
Ch. Zhao, C. Banceanu, Th. Schaad, Ph. Maibach, S. Aubert Static Frequency Converters
ABB Switzerland Ltd
1.2 Electrical Catenary Concepts sections [2]. Automatic switches and associated
controllers are required to cut off power when
Railway overhead lines for AC supply distribute
electric vehicles pass these neutral sections.
electricity from the feeder substations to the
However, public grids still suffer from single-
trains. In general there are three catenary
phase loads at the connection points between
concepts [1]:
public and railway grids. Therefore, transformer
1) The single-phase catenary concept where substations are usually connected to the high-
the feeder station’s transformer secondary side voltage grid, typically 110 to 400 kV, showing a
is directly connected to the contact line and the very high short circuit capacity, in order to
rail at each substation. mitigate the impact of the load unbalance and
the harmonics distortion from the railway grid
2) An improvement of the single-phase catenary into the public grid.
concept is the implementation of booster
transformers (BT). The primary side of the BT is Relatively high transformer impedance is used
connected in the contact line. The secondary to limit the grid fault current levels being
side of the BT is connected to the rail section, transferred to the railway grid, which negatively
collecting the return current from the rails and influences voltage performance vs load.
the earth to the return conductor. Booster
transformers are used to eliminate the stray
currents and the disturbances, obliging the 1.4 Alternative Supply Concepts
return current to flow to the return conductor. As alternative way to mitigate the load
3) In the two-phase catenary concept, auto- unbalance and the harmonic impact on the
transformers (AT) are used such that the AT public grid, is to install power electronic
winding is connected between the contact line equipment.
and the negative feeder with the rail being tied STATCOMs are used as load balancers [3]. The
to the intermediate point. STATCOM is coupled to the public grid via a
The single-phase catenary concept is the least component with an inductive impedance.
capital-intensive option. The two-phase Essentially, the STATCOM is a fully controllable
catenary concept with ATs is the most complex voltage source, with full independence between
one with the highest investment; however, it the three phases. By matching the public grid
reduces the impedance and increases feeder frequency and appropriately controlling the
substation spacing. amplitude and phase angle of its output voltage,
the STATCOM can compensate the negative-
phase sequence current components in the
1.3 25 kV 50 Hz AC Power Supply current drawn from the public grid and thereby
fulfil the public grid owners’ requirements
The 25 kV 50 Hz system was the most adopted regarding phase unbalance. Moreover, it helps
supply system over long distances for electrified meet requirements regarding voltage fluctua-
railways after the 1950s, when three-phase 50 tions and harmonic distortions. However, the
Hz public grids were widely available for traction fact that most STATCOMs are coupled to the
feeding purposes given that a technical solution public grid (which can be as high as 110 kV, 220
for power conversion on rolling stocks material kV, or even 400 kV) can lead to a high voltage
was available. rating requirement on the coupling transformer.
Single-phase traction transformers are mainly In the recent years, RPCs with balanced
used in feeder substations due to their simple transformers have been used to compensate
structure and low cost [1]. A single-phase negative-phase sequence currents for
traction transformer is connected to two of the electrified traction power supply systems [4]-[6].
public grid’s three phases. This leads to an The RPC is essentially a single phase back-to-
asymmetrical loading on the public grid, which back power electronics converter including a
may have a negative impact on other customers dc-link. The RPC is connected between two
and potentially on generation facilities. One secondary windings of balanced transformer
commonly used solution to mitigate this (Figure 1). Only one half of the active current
unbalance is to alter the feeding phases for difference of two secondary windings needs to
each consecutive traction transformer. Thus, be transferred from one winding to the other in
neutral sections between two adjacent rail order to have balanced currents on both
sections are necessary because of the 120 secondary windings, resulting in balanced
degree phase angle difference between the
terminal voltages of the two adjacent rail
AusRAIL 2015
24 – 26 November, Melbourne
Ch. Zhao, C. Banceanu, Th. Schaad, Ph. Maibach, S. Aubert Static Frequency Converters
ABB Switzerland Ltd
Public grid
Power flow
The approach with RPCs can be extended to a Figure 2. Block diagram of traction power
general case, without the use of a balanced supply with static frequency converters
transformer. The RPC can not only supply
active power from one secondary winding to Basically, a frequency converter can be thought
another one of a traction transformer, but also it of as two separated voltage sources: one on the
can compensate for reactive power and mitigate public grid side (grid side converter) and
harmonics. The extension theory and possible another on the railway side (railway side
implementation is discussed in [7], where a converter). Both are electrically connected
RPC with Δ/Y transformers is explained as an together by the DC-link. The main characteristic
example. Special attention has been paid to the of such a frequency converter is that both sides
RPC with a three-phase V/V traction are electrically decoupled by means of the DC-
transformer [8], which is widely used in high- link. The active power cannot be stored and has
speed train railway traction systems. to be continuously and fully transferred through
the converter. Active power control can be
achieved by controlling the converter active
1.5 Field Experience Of SFC For 16.7 Hz
current flow. Additionally, each side of the
Countries using 16.7 Hz railway supply feed converter can independently control the
their railway network either by means of owned voltage, reactive power, and frequency. This is
single-phase generation units, or frequency represented schematically in Figure 3.
converter stations using three-phase AC from
the public grid for the supply of the railway
network at 16.7 Hz and single phase (see
Figure 2).
Originally, the conversion equipment was
realized with rotary converter systems. Those
consisted of motor-generator systems with a
three-phase synchronous motor mechanically
coupled with an asynchronous single phase
generator for 16.7 Hz power supply. Several
such systems are still in operation. Nowadays,
frequency converters based on power Figure 3. Principle diagram of a frequency
electronics have replaced rotary converters. converter and its control possibilities
Reduced capital investment cost, streamlined (transformers omitted)
operational expenses, improved availability and
higher efficiency are key properties in favour of
power electronic SFC. ABB can draw on more 2. WHY USE SFC IN AUSTRALIA?
than 20 years’ SFC systems experience and an
2.1 Technical Benefits
installed base of more than 1800 MW converter
power in operation for 16.7 Hz railway supply The 50 Hz railway traction power supply system
(see [9]). with SFCs, as illustrated in Figure 2, is gaining
more and more attention [10]-[12]. Many new
features are being introduced by using SFCs in
feeder substations to interconnect the three-
AusRAIL 2015
24 – 26 November, Melbourne
Ch. Zhao, C. Banceanu, Th. Schaad, Ph. Maibach, S. Aubert Static Frequency Converters
ABB Switzerland Ltd
phase public grid and the same frequency tunnels and hilly ground profiles were not
single-phase railway grid, even though SFCs considered.
often require a higher capital cost than
traditional connections: The default setup for supplying the system was
based on three feeding points along a track. The
SFCs are designed to draw symmetrical loads simulation considered an n-1 redundancy. Thus
from the public grid, i.e. no separated load the middle feeder station was put out of
balancer system is needed. Hence, a operation and appropriated breakers/isolators
connection to a lower voltage node in the public were switched accordingly for continuous
grid with lower short-circuit capability can be operation.
realized.
Two kinds of substations were selected. The
SFC can also freely control voltages, angles
first one with single phase transformers (Figure
and frequencies on both public and railway grid
4), and the second with SFCs (Figure 5).
sides. Hence, the overhead line can be
synchronized over a long distance. Adjacent
railway sections can be connected together and
neutral sections can be theoretically eliminated.
A meshed grid concept with higher efficiency
and lower maintenance can be achieved. In
addition, the SFC will control the traction
voltage to a higher level, independent of the
public grid thereby increasing the efficiency of
circulating trains.
Long railway tracks (without neutral sections)
and the SFC active power control permit the Figure 4. Transformer-based feeder setup
improved use of regenerative energy. Active with n-1 redundancy
power consumption will decrease and global
system efficiency will increase. In addition,
reactive power control on the public grid side
can be provided, offering new potential revenue
sources.
The two-sided feeding system does not only
reduce the peak load consumed at the
individual connection points to the public grid
but also it reduces the effective railway grid
impedance. It can even provide some degree of
redundancy.
SFCs have a fixed harmonic spectrum towards Figure 5. SFC-based feeder setup 1x 25 kV
the public 3ph grid. Harmonic distortions from AC with n-1 redundancy
the rolling stock are eliminated.
The simulation was performed for two catenary
setups: 1x 25 kV AC system without AT and
2.2 Operational Benefits
2x 25 kV AC system including AT along the
2.2.1 Rail system simulation track. As general simulation rule, the catenary
voltage was set to be kept within 22.5 kV and
With simulations of a rail supply system, the 27.5 kV under all circumstances.
differences between operation with
transformers and SFCs were investigated.
Rolling stock typical commuter arrangements
with rated maximum power of 4.2 MW and a 2.2.2 Simulations results
maximum speed of 110 km/h including The simulations show that the distance between
regenerative braking possibility were defined. the feeding points increases significantly by
using SFCs instead of simple transformers as
The trains were put on a reference rail system
illustrated in Figure 6. The possible track length
specified as a double track corridor with
rises from 90 km to 150 km for the 1x 25 kV AC
passenger stops every 10 km. A headway of
system. By considering the 2x 25 kV supply
10 minutes was defined. Special conditions like
AusRAIL 2015
24 – 26 November, Melbourne
Ch. Zhao, C. Banceanu, Th. Schaad, Ph. Maibach, S. Aubert Static Frequency Converters
ABB Switzerland Ltd
system, the distance can even be increased For faults in the 3ph grid, the SFC provides very
from 110 km to 230 km. good fault ride through capabilities if the voltage
30km
drop is not below the pulse blocking limit.
1*25kV & Transformer Especially with respect to single-phase faults it
(90km)
50km is possible to keep operations going, as long as
SFC
SFC
SFC
SFC
SFC
SFC
1*25kV & SFC the public grid is still able to provide the
(150km)
40km demanded power on the remaining phases. A
2*25kV & Transformer
(110km)
load balancer functionality for the public grid
78km assists in such fault cases by injecting negative
SFC
SFC
SFC
SFC
SFC
SFC
2*25kV & SFC
(230km)
sequence current. It is particularly useful that,
even when the public grid fails, the SFC can act
Figure 6. Track length results as a single phase STATCOM which controls the
catenary voltage by injecting reactive power.
This improves track reliability as compared to a
Improvement here can mainly be explained by simple transformer feeding setup. There, any
the voltage control capability of the SFC, which voltage dips on the 3ph grid will immediately
will supplies the catenary system at a higher impact the 1ph grid as well potentially causing
voltage level, independent of the public grid fault currents.
voltage. It facilitates longer distances between
the feeder stations.
2.2.5 Test and control functionalities
AusRAIL 2015
24 – 26 November, Melbourne
Ch. Zhao, C. Banceanu, Th. Schaad, Ph. Maibach, S. Aubert Static Frequency Converters
ABB Switzerland Ltd
be checked. The SFC can simulate voltage dips systems by considering the distance between
or supply the catenary with high or low voltage the feeder stations. An additional benefit is a
levels. lower dimensioning factor per track kilometre
when using the SFC solution, as shown in
If a catenary section needs to be checked, the Figure 7.
SFC can act in Line Check Mode (similar to an
ordinary laboratory voltage source). The level of
voltage and current can be set independently in
an open loop controlled manner. This allows
any voltage to be supplied to the overhead line
for test purpose. In combination with an
installed grounding on the track, the catenary
can also be loaded with rated current for heat
runs.
2.3.1 Public grid interaction Figure 7. Power demand factor per km track
With SFC, the power supply substation length for substation
operates at a unity power factor on the 3ph grid
side (cosφ = 1). No distortion or unbalance is
present at the connection point. This simplifies 2.3.3 Mitigation of catenary sections
negotiations with power suppliers since the SFC The SFC solution reduces the need for section
acts like a fully balanced load. breakers since the catenary branch is fully
A simple comparison of transformer versus SFC synchronized by the SFCs. The section
costs will, on the surfaces of things, show a breaking concept can therefore be limited to
higher price for the SFC solution. However, a protection zones where a line, or distance
truer representation of costs would be to protection, ensures switch off in fault conditions.
compare total solution costs. With the distance
increase between the two feeding points with
SFC, as described earlier, fewer connecting 3. REFERENCE PROJECT WULKURAKA
points along a track will be needed. Additionally
expenditure related to neutral sections can be 3.1 Project Overview
avoided. Furthermore, SFC feeding stations In Australia, Queensland’s government
can be connected to medium voltage grid; this
identified the need to upgrade and increase the
reduces the feeding station costs on the public
grid side, as these will now be designed for a existing train fleet in the southeast of the
lower voltage level. Such medium voltage grids province. Part of the mandate for the New
are often widely spread and available in a close Generation Rollingstock (NGR) project was that
proximity to the railway track. Lower voltage the railway network in the existing Ipswich to
infrastructure (e.g., 33 kV) is less expensive Rosewood rail line needed to be strengthened.
than high voltage infrastructure (e.g., 110 kV), This required the maintenance centre at
and requires less space. The effort to secure an Wulkuraka to consider what impact the
erection permit of a new medium voltage line, if additional load would have on the railway
needed, will be much lower than that for a high corridor performance and the constraints on the
voltage line. When total overall costs are three-phase AC supply grid (see Figure 8).
considered, the SFC solution can easily be
cheaper than the transformer option. And, in Queensland Rail awarded ABB the contract to
some circumstances, it may prove to be the only deliver a turnkey solution based on a PCS6000
possible solution. rail static frequency converter rated at 20 MVA.
The SFC efficiently converts electricity from
three-phase national grid, with a rated
2.3.2 Reduced dimensioning frequency of 50 Hz to the 50 Hz required by the
single-phase 25 kV railway grid. The system
The study mentioned in chapter 2.2.1 compared
was delivered in May 2015 and is expected to
the power ratings at the feeding points for both
AusRAIL 2015
24 – 26 November, Melbourne
Ch. Zhao, C. Banceanu, Th. Schaad, Ph. Maibach, S. Aubert Static Frequency Converters
ABB Switzerland Ltd
I
~ ~
I
schedule until end of 2015. = =
~
~ ~
~
= =
SPRINGFIELD
(13.974 KM from Darra) ~
~ ~
~
= =
~
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TO NGR SERVICE =
CENTRE
AusRAIL 2015
24 – 26 November, Melbourne
Ch. Zhao, C. Banceanu, Th. Schaad, Ph. Maibach, S. Aubert Static Frequency Converters
ABB Switzerland Ltd
- At 121 kV, the converter should be able to 3-ph short circuit to 0.7 p.u
0.5 0
0
-1
-0.5
0 0.02 0.04 0.06 0.08 0.1 0.12 0.14 0.16 0.18 0.2
-1 Time [s]
0 0.02 0.04 0.06 0.08 0.1 0.12
Time [s]
Figure 11. Three phase voltage dip to 0.7
Reactive power / current [p.u]
1
p.u.
0.5
0
qRef When the voltage recovers on the three-phase
-0.5 q
iq side and the inrush is over, the firing pulses are
-1
0 0.02 0.04 0.06 0.08 0.1 0.12 released again. Later on the SFC starts
Time [s]
transferring active power according to the actual
Figure 10. Three phase reactive power step set point (i.e., as it was before the dip).
to 0.5 p.u. (inductive)
1-ph short circuit to 0.05 p.u
Short Circuit
Primary voltages [p.u]
1
The SFC copes with single, double and three-
phase disturbances with a fast closed loop 0
compensation mode producing reactive power. Figure 12. One phase voltage dip to 0.05
p.u.
AusRAIL 2015
24 – 26 November, Melbourne
Ch. Zhao, C. Banceanu, Th. Schaad, Ph. Maibach, S. Aubert Static Frequency Converters
ABB Switzerland Ltd
have a current closed loop control. Moreover, 1-ph short circuit in Wulkuraka
-0.5
0.5 -1
0
qRef 0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8
-0.5 q Time [s]
iq
-1
0 1 2 3 4 5 6 7 Figure 14. Short circuit to 0.25 p.u. on
Time [s]
railway grid side
Figure 13. One phase reactive power step
to 0.5 p.u. (inductive)
As soon as the voltage recovered, the old set
points for active and reactive power were
For the single-phase side the following design activated again. For the three-phase side a
points were considered for the reactive power short circuit on the railway side is seen as an
capability during tendering: active power step since the power flow is
- At 27.5 kV the converter should be able to reduced depending on the voltage dip
deliver 16 MW into railway grid at a 0.99 magnitude. If the under-voltage protection trips
capacitive power factor the single-phase breaker, the SFC goes to off
- At 25 kV (nominal voltage), a 0.8 capacitive mode.
power factor should be possible at 16 MW
power flow into railway grid Island Operation
As can be seen in Figure 8, the SFC in
Short Circuit Wulkuraka runs in parallel with the Corinda
A simplified version of Wulkuraka’s topology transformer. If the transformer is disconnected,
(towards Corinda Feeder Station only) is shown then the SFC will continue to work.
in Figure 8. The grid model implemented in the
simulator allows ABB to do tests for a specific For the normal operation mode (synchronous
location in the grid. Thus, for the short-circuit coupling between the two grids) there is no
test, the following conditions were considered: island grid detection. The SFC will continue to
a voltage dip occurred in Wulkuraka and a operate since it runs synchronous with the
rolling stock demanded 0.25 p.u. power in three-phase side. For a better understanding, a
Darra. test was performed with rolling stock
demanding power in Springfield (0.5 p.u.) and
The resulting voltage (see Figure 14) was less Corinda (0.2 p.u.) when the parallel transformer
than 0.6 p.u. and the disturbance was classified disconnects suddenly.
as short circuit. The SFC immediately supplied
nominal reactive current (0.9 p.u. in this case) in As can be seen in Figure 15 the control in such
order to support the grid protection in detecting situations translates into a power step on the
the short circuit properly. railway side (from 0.3 p.u. to 0.7 p.u.). As soon
as the parallel transformer disconnects, the
entire power demand is taken by the SFC in
Wulkuraka. Since the control on railway side is
coupled with the three-phase side, the island
grid conditions are not acknowledged (see
island detection signal in Figure 15). However,
island detection is possible in synchronous
mode if the SFC is parameterised to reject
export of power to the national grid.
AusRAIL 2015
24 – 26 November, Melbourne
Ch. Zhao, C. Banceanu, Th. Schaad, Ph. Maibach, S. Aubert Static Frequency Converters
ABB Switzerland Ltd
Active power step due to island grid conditions demonstrate the immunity of the three-phase
side to harmonics emissions on the railway
Primary voltage [p.u]
1
side.
0
Harmonics emissions
-1 0.08
1-ph primary voltage
Amplitude [p.u]
0 0.05 0.1 0.15 0.2 0.25 0.3 0.35 0.4 0.06 3-ph primary voltage
Time [s]
0.04
Primary current [p.u]
1 0.02
0
0 200 400 600 800 1000 1200 1400
Frequency [Hz]
-1 0.06
iG island detection
1-ph primary current
Amplitude [p.u]
0 0.05 0.1 0.15 0.2 0.25 0.3 0.35 0.4 3-ph primary current
0.04
Time [s]
grid conditions
0
200 400 600 800 1000 1200 1400
Frequency [Hz]
Black-Start
If the parallel transformer is disconnected, the Figure 17. Harmonics emissions on both
SFC can start an island grid. Once started, sides
further sources (in this case Corinda
transformer) or loads can be connected as in a
normal connected grid. In Figure 16, different
steps for the black-start sequence are shown.
1.1
DC voltages [p.u]
0.9
0 2 4 6 8 10 12 14 16
Time [s]
2
Grid voltages [p.u]
-1
uG(BC) 3ph uG 1ph
-2
23.4 23.45 23.5 23.55 23.6 23.65 23.7
Time [s]
Harmonics Emissions
For the rolling stock on the railway grid side,
different harmonic profiles can be enabled in the
simulator. An example is shown in Figure 17, to
AusRAIL 2015
24 – 26 November, Melbourne
Ch. Zhao, C. Banceanu, Th. Schaad, Ph. Maibach, S. Aubert Static Frequency Converters
ABB Switzerland Ltd
AusRAIL 2015
24 – 26 November, Melbourne