Using the ATP-EMTP simulation software to analyse and understand problems on Spoornet electric locomotives. by Barend Adriaan de Ru Submitted in partial fulfilment of the requirements for the degree Magister in Engineering in the Faculty of Engineering at the Rand Afrikaans University Supervisor: Prof. M. Case November 1997
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Using the ATP-EMTP simulation software to analyse and
understand problems on Spoornet electric locomotives.
by
Barend Adriaan de Ru
Submitted in partial fulfilment of the requirements for the
degree
Magister in Engineering
in the
Faculty of Engineering
at the
Rand Afrikaans University
Supervisor: Prof. M. Case
November 1997
Using the ATP-EMTP simulation software to
analyse and understand problems on
Spoornet electric locomotives.
Abstract
Spoornet currently has a fleet of more than 1500 electric locomotives in
service. The majority of electric locomotives are resistor controlled but there
are many chopper as well as thyristor controlled locomotives which all
incorporate direct current (dc) traction motors. In recent years Spoornet has
also bought locomotives employing alternating current (ac) traction motors.
Because locomotives are very expensive and the running costs are high it is
important that these locomotives must be available and reliable. Most of the
newer generation locomotives, which are the semiconductor controlled
locomotives, must be in service for at least another 20 years.
The availability and reliability are often influenced by delayed design
problems as well as problems arising due to changes in the total system
configuration. One way of solving these problems, or at least understanding
them, is by employing computer simulations.
The availability and reliability can also be improved by using new
technologies which were not originally employed on the locomotives. By
doing computer simulations the optimal solution can be obtained when
introducing new technologies on the locomotive.
A good example of this type of application within Spoornet is given in [6],
where simulation models for high technology locomotives were developed
which were suitable to be used in the assessment of electromagnetic
compatibility between modern power electronic locomotives and the railway
signaling system. However, these models are also suited to be used in other
applications. These models make use of the ATP-EMTP simulation program.
Contents
CHAPTER 1 6
BASIC DESIGN CONCEPTS OF AN ELECTRIC LOCOMOTIVE. 6
1 INTRODUCTION. 6
2 THE ELECTRICAL TRACTION SYSTEM. 7
2.1 Electrification. 7
2.2 The electric locomotive. 8
2.2.1 The traction motors. 10
2.2.2 Power Converters. 11
2.2.3 The control system. 12
3 DESIGN SPECIFICATIONS. 12
3.1 The Class 92 Tunnel Train. 13
3.1.1 Basic Specifications. 13
3.1.2 Designed Values. 13
3.2 The Class 9E locomotive. 14
3.2.1 Basic Specifications. 14
3.2.2 Basic Tractive Effort Calculations. 14
CHAPTER 2 17
USING THE ELECTROMAGNETIC TRANSIENT PROGRAM IN TRACTION
APPLICATIONS 17
1 BACKGROUND. 17
2 SIMULATION EXAMPLE. 17
3 DATA BASED MODULES 18
4 USING MODELS AND TACS 20
5 MODELING OF MOTORS 21
5.1 The primitive machine 21
5.2 Simulation of machines with the ATP-EMTP 22
6 USING THE ATP-EMTP TO SIMULATE ELECTRICAL CONVERTERS. 24
7 NUMERICAL OSCILLATIONS. 25
CHAPTER 3 26
SIMULATION COMPONENTS OF SPOORNET ELECTRIC LOCOMOTIVES. 26
1 INTRODUCTION. 26
2 DESCRIPTION OF A THYRISTOR CONTROLLED LOCOMOTIVE. 27
3.2 The Double Bridge Half Controlled Rectifier. 36
4 SIMULATION OF THE TRACTION MOTORS. 37
4.1 Traction motor models. 37
4.2 The mechanical system. 39
4.3 The Control System. 40
CHAPTER 4 42
PRACTICAL APPLICATION AND FUTURE WORK. 42
1 INTRODUCTION. 42
2 THYRISTOR CONTROLLED LOCOMOTIVE. 42
2.1 Typical results. 42
2.2 Power factor correction circuits. 45
3 MOTOR SIMULATION RESULTS. 45
4 HIGH FREQUENCY TRANSFORMER MODELING 48
5 OTHER PROPOSED MODELS 50
6 LEARNING TOOL 52
7 ELECTROMAGNETIC COMPATIBILITY 52
Chapter 1
Basic Design Concepts of an Electric Locomotive.
1 Introduction.
The first railway engine ever was built by Richard Trevithick in the beginning
of the 19th century. Less than fifty years later, in 1842, the first true electric
locomotive was built by Robert Davidson and employed on the Glasgow-
Edinburg line [1]. Since then railway engines have undergone many
developments, and in many respects played a leading role in industry. For the
first part of this century up to the early 1970's direct current (dc) traction
motors were the accepted norm because of their versatility having a wide
variety of volt ampere or speed-torque characteristics. These motors were
mainly controlled, using resistor-switching controls. From the mid 1960's
thyristor controls were introduced in electric locomotives. Semiconductor
devices were now being developed at an ever-increasing rate, and thyristors
were replaced by gate turn-on thyristors (GTO's). Computer technology also
developed at a rapid rate since the 1970's, which made it more and more
possible to design variable speed drive systems for alternating current
motors. These variable speed drive systems, also employing integrated gate
bipolar transistor (IGBT) technology, are now very common in the traction and
other industries, and have been for a few years.
These developments were also implemented in South Africa, with most of the
technology coming from Europe and Japan. The first type main line electric
locomotive to be employed in South Africa was the class lE locomotive. It
was introduced into traffic in 1924 [2]. From the 1950's up to the 1970's,
hundreds of 3kV resistor controlled dc trains were supplied to the South
African Transport Service (now called Spoornet). The first thyristor controlled
alternating (ac) locomotives were introduced in 1976 [3]. This was the class
7E locomotive. South Africa also bought several different classes of chopper
controlled locomotives. In the 1980's induction motors were used for the first
time in traction on the 38 class diesel-electric locomotives, and thereafter on
the class 14E locomotives.
Spoornet currently has a fleet of more than 1500 electric locomotives in
6
service. The majority of electric locomotives are resistor controlled but there
are many chopper as well as thyristor controlled locomotives which all
incorporate dc traction motors. There are also a few inverter controlled
locomotives incorporating induction motors.
This chapter gives a basic introduction on the design concepts of electric
locomotives. Different drive systems used in Spoornet are briefly discussed,
as well as traction motor mechanical system interaction and control system
strategy. Basic specifications on some locomotives used in other parts of the
world as well as South-Africa are also discussed.
2 The electrical traction system.
The basic electrical traction system consists of the electrification system,
which includes the supply, contact wire and rail as shown in figure 1, and the
locomotive.
Contact wire
Rail
Figure 1 Basic traction system
The ideal computer model would take into account the whole electric traction
system incorporating all the effects of all the trains on the line and different
switching operations. This will require enormous computing power, taking into
account the very short time periods (due to quick switching transients) and
also the very long time periods (such as accelerating a locomotive with a
loaded train, to a specific speed). Therefore it makes more sense to break
any simulation down into manageable parts.
An example of the simulations of a basic traction system is given in [8,9].
2.1 Electrification.
Throughout the world there are different standards of electrification. Most
countries have more than one system. Typical systems in use are 1.5kV dc,
3kV dc, 15kV 16 and 2/3 Hz ac and 25kV 50Hz ac. In Europe a high
percentage of railroads are electrified. A summary of the electrification is
given in table 1 [10,16].
7
3kV dc 1.5 kV dc T 15kV 16 2/3 Hz 25kV 50Hz
Belgium Netherlands Germany Portugal Bulgaria Italy South of Switzerland United Romania Spain France Austria Kingdom Croatia Poland Norway North of Servia Czechoslovakia Sweden France Finland Slovenia Hungary Part of Part of Russia Russia
Table 1 Electrification in Europe
In the United Kingdom a 3rd rail 750V dc system is also used. A typical
arrangement for a 25kV ac electrification system is shown in figure 2 [26].
88kV 3 Phase 50Hz
. •
r'
-
i __=.- Circuit Breaker
[1 -- ' '
r Line Break
25kV 50Hzie,/_ _/,_.:.,,,,-/'--/-•
Figure 2 Typical 25kV ac electrification system
In the America's a low percentage of railroads are electrified. In Southern
Africa only 3 countries have electrified railroads namely Zambia * , Zimbabwe
and South Africa. In South Africa almost 10 000 km of railroad are electrified
with 3kV dc, 25kV 50Hz ac or 50kV 50Hz ac systems [10].
2.2 The electric locomotive.
An electric locomotive is an electromechanical energy converter. Electrical
energy is converted to mechanical energy when the locomotive is powering.
Mechanical energy can also be converted to electrical energy when the
locomotive is moving and electrical brakes are applied.
This energy conversion is shown in figure 3. The electrical input power is
equal to Vijne x /me . The input power is converted to mechanical output power.
The output power is equal to Force x Speed. The Force could either be a
It is not known whether this line is in operation
8
Motor with Power Mechanica Suppl Load
Power Convertor
Driver Referance Demand Control
pulling force, TE (Tractive Effort), or a braking force, BE (Braking Effort).
TE
Vlines-) --> TE/BE Speed ---> Speed BE7
Speed
Powering
Braking
Figure 3 Electromagnetic Energy Conversion of a Locomotive
This figure also shows the Tractive Effort and Braking Effort curves. These
curves are typical basic design curves for a locomotive. The following basic
equations apply for powering and braking respectively (if it is assumed that all
the power is transferred back to the line).
'line x I line = TE x Speed + (Electrical Loss + Mechanical Loss)
Vline x I line = BE x Speed — (Electrical Loss + Mechanical Loss) (1)
The electrical system of an electric locomotive can be broken up into different
components. The main components are the following
Traction motors which do the electrical to mechanical energy
conversion
Power converters and power supply, supplying the traction motors
with the correct input power
Control system which control the power converters according to the
altered driver demand
A generalised block diagram of the implementation of these basic
components on Spoornet locomotives is shown in figure 4.
Figure 4 Generalised Block Diagram of Spoornet
Electric Locomotives.
9
Since the introduction of the first electric locomotive, all these components
have undergone a great deal of development, to keep up with modern trends
like speed, higher efficiency, heavier freight and so forth.
2.2.1 The traction motors.
The direct current (dc) motor has been the workhorse of traction for many
years. With the introduction of semiconductor technology and improvement in
microprocessor control, induction motors with variable speed drive systems
became the norm. Synchronous motors have also been used in traction, but
as with dc motors the maintenance cost, among other problems, is still high
compared to induction motors.
Before selecting a traction motor and power converter for a certain traction
application, load requirements must be available. These are for example the
maximum load to be hauled, the speed range and the maximum speed. In
traction applications these values are summarized in tractive effort and
braking effort curves, as shown in figure 3.
A motor and load system is shown in figure 5.
r6
II
Motor y El ) El • .1 (I ruL TL Jrn B,„ (01",,, '''is
PI ,( IVI Load JL BL
1
Figure 5 Motor with load
The motor and load are coupled using a gear mechanism with the torque's on
both sides of the gears related as (assuming that the efficiency of the gear is
100%)
= = Nc T, n,
(2)
where nn, and nL are the number of teeth on the motor and load side
respectively [17].
10
The electromagnetic torque, Tem , required from the motor can be calculated
knowing the required load acceleration, the coupling ratio Ak , the working
torque 7114/ , the inertia's of the motor, .4, and load, ../L and damping of the
motor, B„,, and load BL . The electromagnetic torque, Tem , is thus given as
N e2 J, ) Ch0 B„, + Nc2 B L Tin N =
dt- +
N co L + Nc T", (3)
where (.0 L is the angular speed of the load.
2.2.2 Power Converters.
It is now more than 30 years since the introduction of thyristor or silicon
controlled rectifiers. Since then many spectacular advances in power
semiconductor devices, integrated electronics and microprocessors have
dramatically reduced the cost and size of power electronic converters. The
modern trend of those designing power converters, is to build power
converter modules, which are suitable for a range of applications.
The majority of Spoornet locomotives are still resistor controlled. Figure 6
show the different types of power converters used on all the other class
electric locomotives.
I
(a) (b)
(c)
(d)
Figure 6 Locomotive power converters on the (a) Class 8E and
10E, (b) Class 7E, 9E and 11E (c) Class 14E supplied by 3kV dc (d)
Class 14E supplied by 25kV ac.
The power converters are designed to work at the rated motor currents and
also at peak current values, which produce the peak, torque values of the
motor needed when loads must be accelerated.
11
Speed Speed
TE
Torso. I 1.',7:"` I High
(a)
\4.L.
Speed
Stator Current
Stator Voltage
2.2.3 The control system.
A typical tractive effort speed curve is shown in figure 7(a). This curve can be
broken up into different regions. These are the constant torque, the constant
power and the high-speed region. The control system must be so designed
that the tractive effort speed requirements are met.
(b) (C)
Figure 7 (a) Typical Torque-Speed curve and control variables for a (b)
separately excited dc motor and (c) Induction motor. [19]
Figure 7(b) and (c) show how the control variables change in each region
[19]. This is shown for a separately excited dc motor and induction motor
respectively.
3 Design Specifications.
When a locomotive is to be bought, there will be basic specifications drawn
up by the client. The locomotive designer will then design the locomotive to
conform to the basic specifications. This will be done by using the current
technology of power converters, motors, control systems and other
components available to the designer.
Due to the complexity of the total railway system the engineer involved in the
reliable operation of the locomotive is often faced with difficult problems
arising from bad designs, changes in system configuration, etc. It thus often
becomes necessary to maintain the reliability of the locomotive by re-
designing particular systems or components of a locomotive. Using computer
simulations is a handy tool in assisting in this task.
12
It is important to understand the basic design principles of a locomotive
before simulations can be used to analyse the locomotive and possibly do a
re-design to maintain or improve the reliability of the locomotive.
In the next paragraphs the Class 92 Tunnel train and the Class 9E locomotive
are examined in terms of the basic specifications.
3.1 The Class 92 Tunnel Train.
3.1.1 Basic Specifications.
This locomotive was designed for freight haulage and for overnight passenger
service through the Channel Tunnel [4]. This locomotive had to be designed
to operate on a 25kV/50Hz and 750V dc supply system. The trainload to be
hauled was 1600 ton both systems. A maximum speed of 140km/h was
specified. Further requirements were for example, that in case of an
emergency in the Channel Tunnel, trains of various loads of up to 2200 ton,
had to be capable of moving form any position in the tunnel to the exit at a
speed of 30km/h. It was also designed to cope with tunnel pressure, high-
humidity and high temperature conditions.
3.1.2 Designed Values.
The maximum tractive effort in normal operation is limited to 360kN,
representing the drawbar load limitations of international freight rolling stock.
However for certain emergency conditions a "boost" function is provided. It
enables, on demand of the driver, to release a maximum tractive effort of
400kN. If one bogie is out of service due to a failure the maximum tractive
effort of 200kN will be released for the remaining bogie. In this way a train of
1300 ton can be restarted within the tunnel. The tractive effort-speed curve
and the components to obtain this curve are shown in figure 8 for the class 92
locomotive.
Moro Control
1140kW Induction motors
_(,11:11:111 0 -01:113
c000 000-\13
RedMer Chopper Inverter
Figure 8 Basic specification and building blocks for the class 92
locomotive
13
The Class 92 locomotive has six 840kW three-phase asynchronous motors
with a Co'Co' wheel arrangement. This provides an overall traction power at
the wheels of 5MW when operating from 25kV ac. When operating from the
third rail 750 V dc supply system it has a power output of 4MW. Each of the
two bogies has a separate power converter, with the only common element
the transformer. The transformer feeds two four-quadrant GTO thyristor
controllers (1 bogie), feeding inverters trough a high voltage dc link. The
motors of one bogie are connected in parallel to their own inverters.
3.2 The Class 9E locomotive.
3.2.1 Basic Specifications.
Before the line between Sishen and Saldanha was electrified trains of 202
wagons, with a gross load of 20200 ton, were hauled over the distance of 861
km by five diesel-electric locomotives [5]. It was then decided to electrify the
line with a 50kV 50Hz ac system. (This required 6 substations as opposed to
21 for a 25 kV 50Hz system)
It was then specified that the same gross load of 20200 ton must be hauled
over the distance of 861 km by electric locomotives. These locomotives had
to be able to pull a fully loaded train up a maximum adverse gradient of 1 in
250 at a minimum speed of 34.5 km/h (called the balancing speed).
Furthermore the train had to be started on the maximum gradient and had to
be able to accelerate to the specified speed within a certain time. Downhill a
gradient of 1 in 100 had to be negotiated with the speed of the train held
constant.
3.2.2 Basic Tractive Effort Calculations.
With these specifications in mind it is now possible to estimate what the
tractive effort at balancing speed, TEb , would have to be, if the train is going
up maximum adverse gradient with maximum load. Because there will be no
acceleration the tractive effort force at balance speed, TEb , will equal the
tractive resistance force, TR, holding the train back. Let us assume that the
tractive resistance force comprises only of the force as a result of the
gravitation and the rolling resistance force.
14
Therefore
TEb = TR = (M + m)(g)(G)+ + m) (4)
where R„, = Rolling Resistance = 12N/ton
(12N/ton is a typical value for this application)
M = Gross Load = 20200 ton
m = Mass of the Locomotives
g = Gravitational Force = 9.8m/s 2
G = Gradient
The total mass of the locomotives is much lower than the total mass of the
load (M >> m). Thus for maximum gradient of 1 in 250 and maximum load the
continuous tractive effort that would be necessary is
TE b = ( M)(g)(G) + (M)R,„,
=[(20200 x 101(9.8)( 250
1 )1+ [(20200 x 101(-12103
)1 ( 5)
= 1MN
This means that the continuos power output, Pout , of the train must at least
be
P„„, = TE b x Speed
=1MN x34.5km1 h
(6)
= 10 MW
This power output is achieved by using 3 locomotives. Each will then have a
power output of 3,3MW. The 9E locomotive has a designed power output of
3,7MW. From these calculations the continuos rating of the traction motors
(as well as the number of traction motors used) can be calculated together
with the selection/design of a power converter.
An important specification is that the train must be able to accelerate to base
speed at maximum gradient and maximum load. This implies that the motor
must supply a high torque, above the continuous rating. Because of the
thermal characteristic of the motor this could only be for a short period of
time. This time is dependent on the traction motors being used. Separately
15
exited dc motors were selected for the class 9E locomotives.
Lets say that the train must accelerate from 0 to 34.5 km/h within 5 minutes.
Thus, if it is assumed that the speed changes linearly the acceleration, a, can
be calculated.
a = Ballance Speed m I s
time 34.5km I h
300s (7)
= 0.032m / s2
The stall tractive effort, TES , which is the tractive effort needed to accelerate
the locomotive, can now be calculated.
TE, = Ma + TEb
= (20200 x 103 )(0.032)+1035
(8 )
= 1680kN
Thus if 3 locomotives are used each will have a stall tractive effort, TES , of
560kN. By doing these and other calculations the components needed to
meet the basic requirements can be obtained.
16
Chapter 2
Using the Electromagnetic Transient Program in traction applications
1 Background.
The ATP-EMTP (Alternative Electromagnetic Transient Program) is a royalty-
free software package. As the name implies it is used to simulate transients in
electric power systems [11]. It offers models for coupled and non-coupled
linear, lumped resistive, inductive and capacitive elements as well as non-
linear resistive and inductive elements. Furthermore models by which
transmission lines can be simulated are also supported. These models
include multiphase as well as single phase pi-equivalent circuits and
distributed-parameter models. Support programs also enable the modelling of
frequency-dependent parameters. Different types of voltage and current
sources are also included, as well as ideal and saturable transformer models.
Different types of dc, synchronous as well as non-synchronous machines are
supported by the ATP-EMTP. These machines can be controlled by means of
controlling the power converters connected to them. These power converters
can be built by using the switch models, which include diodes, thyristors and
controlled switches. The control can be obtained by using either MODELS or
TACS (Transient Analysis of Control Systems). TACS consists of transfer
function blocks expressed in terms of s-polynomial ratios and thus, allows the
Laplace description of a control system to be used almost directly. MODELS
excepts component or control system description in terms of procedures,
functions and algorithms [14], similar to a high level language.
The ATP-EMTP is thus suited for the simulation of electric traction problems
in steady-state as well as transient conditions.
2 Simulation Example.
In the following paragraphs a simulation example is given to explain the
different aspects that must be taken into consideration when modelling a
complex system like a locomotive. Models representing power converters on
the class 14E and class 38 Spoornet locomotives have been developed [6].
17
Rsnub Csnub
SUPPLYPOSIN
nub La ,Ra
snub I
ARMOUT NEG _ J
The 14E chopper controller module is used as an example and controls a
separately excited dc motor. There are a number of locomotives used by
Spoornet employing chopper controllers. Therefore this example is
appropriate. A circuit diagram is shown in figure 1.
Figure 1 14E Chopper
The different modules are connected by using low-value resistors. In figure 2
the armature current of the separately excited chopper controlled dc motor is
given.
Figure 2 Armature current of separately exited dc motor
The complete data file for this simulation is given in appendix C.
3 Data based modules
ATP-EMTP allows the user to modularise a simulation [11]. This option is
called data base modules. This enables the user to see a component as a
black box with certain inputs and outputs. Using this option makes it possible
for the user to build complex systems.
The 14E chopper can be seen as such a black box. It has the following input
18
and output nodes: POSIN, POS and NEG. It also has two control signal input
nodes which are used to control the GTO as well as the diode and are called
GTOGTT and DIOGTO respectively. The diode must be controlled to avoid
the diode and thyristor being switched on at the same time. This is explained
in detail in [6]. The snubber resistor, R„, b, and snubber capacitor, Cs„b, must
also be supplied to the module, as well as the value of the input capacitor Cf.
The data base module for the 14E chopper controller is now given.
BEGIN NEW DATA CASE NOSORT --- DATA BASE MODULE $ERASE ARG POSIN_, POS , NEG , DIOCUR, GTOCUR, GTOGTT, DIOGTO ARG RESIST, CAPAC1, CAPAC2 NUM RESIST, CAPAC1, CAPAC2 DUM /BRANCH C **** Chopper Circuit (Input Caps) ******** C <NDE1><NDE2><NDE3><NDE4>< R >< L >< C >
POSIN_NEG 0.05 CAPAC1 C ************* Snubbers ************** *****
C /SWITCH C ******** Chopper circuit Switches ******** C <NDE1><NDE2><---VIG--›<--IHOLD-><-IDEION-> <CLSD><SM><GRID><CL/O> 13DIOCURPOS CLOSED DIOGTO 13GTOCURPOS GTOGTT C 11POS POSIN_ 0.6 10.E-3 C BEGIN NEW DATA CASE C *****************************************************************************
C Single Phase Chopper C ** ***** **********************************************************************
C This module represents a single phase chopper circuit including snubbers. C The value of the snubbers may be changed. Firing signal must be supplied $PUNCH BLANK card ending session
The input and output nodes must be declared. This is done in the argument
declaration. Furthermore, the variables referring to numerical values must
also be declared by using the argument declaration and by using the number
declaration. The internal nodes of the module are entered into the dummy
argument declaration.
This module can be used in the ATP-EMTP by using the $INCLUDE
statement. This is done as follows.
19
MODELS MODEL A
MODEL AI Components
USE MODEL AI
WMELB
MODEL C
RECORD
USE MODEL A
USE MODEL B
USE MODEL C
MODEL Al
ATP -EMTP
EMTP PriMoUX Plotting
File
C ************* Include chopper module *************** $INCLUDE, 14ECHOP, POS_IN, POS_OT, NEG_IO, DIOAND, GTOAND, GTOCRL, DIOCRL, $$ C 330.0, 2880.0, 1.0
Now node POS_IN in the ATP-EMTP data file will be node POSIN_ of the
module. POS_OT will be POS, the value of the snubber resistor will be set
equal to 3300, and so on.
4 Using MODELS and TACS
As was mentioned previously TACS consists of transfer function blocks
expressed in terms of s-polynomial ratios and thus allows the Laplace
description of a control system to be used almost directly. MODELS excepts
component or control system description in terms of procedure functions and
algorithms. Both TAGS and MODELS can also be used together. In this case
TACS must be placed before MODELS in the main data case.
The basic structure of MODELS is shown in figure 3.
Input/Output Interface
Figure 3 Basic MODELS structure
Different models, which are all independent components, can be developed
with voltage, current, switch status and motor variable inputs. These models
can generate outputs, which control switches, voltage and current sources
and non-linear elements. Each of these models are processed when using
the USE instruction. The models can also be embedded and all variables can
be made available to the ATP-EMTP output file.
20
In the example both MODELS and TACS are used. The complete data case
is shown in appendix C. The generation of the pulses for the gate drive
signals are done using TACS. This is then used as a data base module and
seen as a black box that could be called a 'Pulse Generator'. MODELS are
used to generate a control reference value. The model developed for this
purpose is called 'Reference Calculation'. Thus a block diagram
representation for controlling the switches is shown in figure 4.
GTO control
) Chopper
Diode control 1
Referance Calculation
> Pulse 1 Generator
Figure 4 MODELS used to calculate a reference signal and
TACS used to generate switching pulses
5 Modelling of motors
5.1 The primitive machine
The windings of a rotating electrical machine and their associated electrical
quantities can be transformed mathematically into a different arrangements of
coils with new electrical quantities [15]. The resulting machine after
transformation has performance characteristics identical to those of the
original machine. Transforming a machine into a d-axis and q-axis of stator
and pseudo-stationary rotor coils gives rise to the so-called primitive machine.
When three phase synchronous or induction machines are modelled using
the d-q models, a three phase to two phase winding transformation has to be
done to obtain the equivalent primitive machine [15]. When simulating a dc
machine the implementation is straight forward.
Consider a machine with one brush-pair on the quardrature axis and two
direct axis stator coils, as shown in figure 5.
21
q-axis
(Wa' erb (Wti 42)
11 f2
v: vd
Figure 5 A primitive machine representing a dc machine
The complete impedance matrix for a primitive machine as shown in figure 5
is given by [15]
1 v/I 2 = M ;1; 2 d f 1 ( 1? - p , 2 + I,- fd 2 p) 0 0 r m; 1 2 (Rqa + L aqp)
where p = —d
and M represents the mutual inductance between designated dt
coils. The electromagnetic torque equations are the following
Te„, = (pole pairs)[ q" ( M da i + v (2)
These equations apply for steady state and transient performance.
5.2 Simulation of machines with the ATP-EMTP
The ATP-EMTP uses two models whereby a machine can be simulated. This
is the Synchronous machine model for synchronous machines and the
Universal machine (UM) model for dc and induction machines as well as
synchronous machines. Both these make use of the primitive machine
modelling. The UM model permits the direct simulation of 12 machine types.
These are shown in table 1. It is also possible to simulate other types through
Direct Current series field separate excitation parallel field (self-excitation) series compound (long shunt) field parallel compound (short shunt) field
Table 1 UM machine types in ATP-EMTP
It is furthermore possible to represent the mechanical system by an
equivalent electrical network. The electro mechanical equivalents are shown
Zurnamer B.; The locomotives of the South African Railways, South African Railways, [19?].
Paxton L; Bourne D.; Locomotives of the South African Railways, Cape Town: Struik, 1985.
Zimmerman C.; Dual Voltage Locomotive type class 92 for freight and night passenger services through the channel tunnel and in Britain, EPE, Vol. 2 pp. 2.425 - 2.430, 1995.
Tayler A.; High-tech trains, London: The Apple Press, 1992.
Steyn B.M., Electromagnetic compatibility of power electronic locomotives and railway signaling systems, D.Ing Theses Rand Afrikaans University, Johannesburg, RAU, November 1995.
Fitzgerald A.E.; Kingsly C.Jr.; Umnas S.D.; Electric machinery, New York: McGraw-Hill, 1985.
Corpita M.; Cesario P.; Ventura 0.; Preliminary design approach by ATP simulation on the 18kV DC traction system, EPE, Vol. 2, pp. 766-771, 1995.
Corpita M.; Cesario P.; Farina P.; Ventura 0.; Preliminary design of a 18kV locomotive, EPE, Vol. 2, pp. 153 - 158, 1995.
Jane's: World's Railways, Abbott J. (Ed), 1996-1997, Jane's Information Group Limited, 1996
Leuven EMTP Centre; Alternative Transient program rule book, Updated September 1991, printed Belgium July 1987.
Dammel H.W., et al; Electromagnetic Transient Program Reference Manual (EMTP Theory Book), Bonneville Power Administration, NSA, 1986.
Andrews H.I.; Railway Traction : The principle of Mechanical and Electric Traction, Amsterdam: Elsevier Science Publication Co. 1986.
53
Dube L.; Bonfanti I.; Models : A new simulation tool in EMTP, ETEP, Vol. 2(1), 1992.
O'Kelly D.; Simmons S.; Introduction to generalized electric machine theory , New York: McGraw-Hill, 1968.
Mohan N.; Underland T.M.; William P.R. Power Electronics: Converters applications and design, New York: John Wiley and Sons, 1989.
Sen P.C.; Thyristor DC drives, New York: John Wiley and Sons, 1981.
Bose B.K.; Power electronics and AC drivers, New Jersey Prentice Hall, 1986.
Vaessen P.T.M.; Transformer model for high frequencies, IEEE Transactions on Power Delivery, Vol. 3(4), pp. 1761 - 1768, 1988.
Bak-Jensen J.; Bak-Jensen B.; Mikkelsen S.D.; Jensen C.G.; Parametric identification in potential transformer modelling, IEEE Transactions on Power Delivery, Vol. 7(1), pp. 70-76., 1992
Morched A.; Morti L.; Ottevangens J.; A high frequency transformer model for the EMTP, IEEE transactions on Power Delivery Vol 8(3) pp. 1615 - 1626, 1993.
Chimklai S.; Marti J.R.; Simplified three-phase transformer model for electromagnetic transient studies, IEEE Transactions on Power Delivery, Vol. 10(3), 1995.
Greenwood, A.; Electrical transients in power systems, New York: John Wiley and Sons, 1971.
Arrillaga J.; Bradley D.A.; Bodger P.S.; Power system harmonics, New York: John Wiley and Sons, 1985.
Traction Power Supplies: Technical Assistant Handbook Misselhorn D.C. (Ed), South African Transport Services, 1986
54
Appendix A
TRANSFORMER TEST REPORT •
Page 1
Serial No. 28137 ASEA Electric South Africa Limited
CUSTOMER GM VIA ASEA SWEDEN FOR SATS
Other' Asea W569727
Customer L2832 1000-326
Single-phase 1 50 cycles Type TMZ 21 Vector symbol Single Phase
Insul. Class
170kV
Terminals Conn. MVA kV A 6,125 U - V 245,0 Single 25,0
Extrapolation curve segment 1-17 . Time after U I .Ohms IEC C1.29 .349 •
shut down C mg C=e11 y
Airflow /,/ m/s .‘,1- 4: ArVir,Pq,
0' 4ti J/3, '7919+ go.o.a.74 / '00' /1247
1 e oo .f‘let Ambient at start 2 3., 0 'c / 120 11/9 ' 4 QQ0. 540/, • / '4'0 • /// 6 N Ambient at shut down 2 Li/ *c 2 'co po, z • q.P0
qa23S54 4f/t5
• 1.
2 ' 20 /09,6 . C7,,..‘201.4'6,5' co=. end bearing • at shut down 3 ,-(‘.,,:::c.... 2 '1'0 -
49, o e r q.PC2JUS -
yoo /08, k 0 OCI 54:30 Pinion end bearing at shut claim 1117271 °C 3'3ov /078 . goome)4. . . Ly '00. i07, • q6 0r4:340 Commutator at abut down i 20 t 4/130. /066 go A15: . 5'00- /04o k qoagcs
BEGIN NEW DATA CASE C ******** ******** ****************** ***** *** *********** ** ********************
C * MAIN PROGRAM OF AC LOKO SIMULATION
C $PREFIX, C:\ATP\11\ C $SUFFIX, .ATP C C C C
SIMULASIE-TYD
C ****** Floating point miscellaneous card ***** ** C -DELT><-TMAX-><-XOPT-><-COPT-><EPSILN><TOLMAT>
0.5E-5 40.0E-2 1.E-12 C C DATA PLOT FREKWENSIE C C ********* Integer miscellaneous card ******* **** C -IOUT><IPLOT-><IDBLE-><KSSOUT><MAXOUT><-IPUN-><MEMSAV>< - ICAT - ><NENERG><IPRSUP>
80 80 1 1 1 0 0 1 0
C
C
C
C ************** Include control ** ***** ***** $INCLUDE, CTRL.ATP C $DUMMY, TXX000 C ************* Include transformer module *************** C ARG PRP , PRN , SCP1 , SCN1 , SCP2 , SCN2 , $$
C RMAG , IMAG1_, FLUX1_, IMAG2_, FLUX2_, $$ C PRIMR_, PRIML_, $$ C SEC1R_, SEC1L_, $$ C SEC2R_, SEC2L_, $$ C PRIMV_, SECV $INCLUDE,TRAFO.PCH, M1PB1_, M1NB2_, ACPB1_, ACNB1_, ACPB2_, ACNB2_, $$ C 3.12E5, 0.693, 112.5, 1.492, 118.17, $$ C 0.9, 20.0, $$ C 0.0022, 0.045, $$ C 0.0022, 0.045, $$ C 25.0, 0.606 C $DUMMY, AND001 C ************* Include rectifier module ****** ******** *
C ARG PB1 , NB1 , PB2 , NB2 , DCP , DCN , $$
C T1B1 , T2B1 , T1B2 , T2B2 ,
C D1B1 , D2B1 , D1B2 , D2B2 , $$ $$
C DIORES, THYRES, DIOCAP, THYCAP $1NCLUDE,RECT.PCH, ACPB1R, ACNB1R, ACPB2R, ACNB2R, C B1THY1, B1THY2, B2THY1, B2THY2, C B1D1 , B1D2 , B2D1 , B2D2 ,
B1P , B2N , $$ $$ $$
C 100., 100., 1.0E+0, 1.0E+0
C $DUMMY, PFC001 C Include PFC module ***** ******* *** C ARG ACPF1_, ACNF1_, C ACPF2_, ACNF2_, C PFC_C_, PFC_L_
$$ $$ $$
$INCLUDE, PFC.PCH, ACPB1_, ACNB1_, C ACPB2_, ACNB2_,
$$ $$
C 2.5E+3, 0.65 C **** ***** ***************************
C C **** Connecting Pantograph with transformer ****
PANTO_VCBP 1.E-6 VCBN I_MEAS 1.E-6 3 M1NB2_ 1.E-6
C BLANK CARD ENDING BRANCH CARDS C C C /SWITCH
I_MEASM1PB1_ MEASURING 0
ACPB1 ACPB1
BLANK CARD ENDING SWITCHES C C C /SOURCE C SOURCE CARDS C <NODE>IV<--AMPL--><--FREQ-><--TIME-0-><-- -A1 --- >< -- TIME 1- >< - TSTART - >< - TSTOP -->
C *** Sekond - r van Transformator vir ankerbeheer (brug 1 en 2) *** /SOURCE C 14PANTO 35.E+3 5.0E+1 -1.0
C 14SINC_ 1.0E+0 5.0E+1 270.0 -1.0
C BLANK CARD ENDING ALL SOURCES C C C /INITIAL C ***** Initial Conditions ***** C <NDE1><NDE2>< I initial >< V_initial >
C END INITIAL CONDITIONS (NO BLANK CARD NEEDED) C C C C /OUTPUT C ******* Output Request *******
PANTO_ C SINC ACPB1_ACPB2_ACNBl_ACNB2_ BLANK CARD ENDING OUTPUT REQUEST C C C C /PLOT BLANK card ending plot card BEGIN NEW DATA CASE BLANK card ending session
B1P
BID
11E Thyristor Rectifier.
BEGIN NEW DATA CASE NOSORT --- DATA BASE MODULE SERASE ARG PB1 , NB1 , PB2 , NB2 , DCP , DCN ARG T1B1 , T2B1 , T1B2_, T2B2_ ARG D1B1 , D2B1 , D1B2 , D2B2_ ARG DIORES, THYRES, DIOCAP, THYCAP NUM DIORES, THYRES, DIOCAP, THYCAP DUM ANDR1_, ANDR2_, ANDR3_, ANDR4_, ANDR5_, ANDR6_, ANDR7_, ANDR8_ /BRANCH C **** Lower bridge (B2) snubbers ********** C <NDE1><NDE2><NDE3><NDE4>< R >< L >< C >
DCN ANDR1_ 1.E-6 DCN NB2 DIORES DIOCAP
0 C
NB2 ANDR2_ 1.E-6 NB2 B2B1 DIORES DIOCAP
0 C
PB2 ANDR3_ 1.E-6 PB2 B2B1 THYRES THYCAP
0 C DCN ANDR4_ 1.E-6 DCN PB2 THYRES THYCAP
0 C C **** Upper bridge (B1) snubbers ********** C <NDE1><NDE2><NDE3><NDE4>< R >< L >< C >
B1B2 ANDR5_ 1.E-6 B2B1 ACNB1R DIORES DIOCAP
0 C
NB1 AND126_ 1.E-6 NB1 DCP DIORES DIOCAP
0 C
PB1 ANDR7_ 1.E-6 PB1 DCP THYRES THYCAP
3 C B1B2 ANDR8_ 1.E-6 B1B2 PB1 THYRES THYCAP
3 C C ***** Bridge 1 coupled to bridge 2 B1B2 B2B1 1.E-6
C /SWITCH C ** Lower bridge thyristors and diodes **** 13ANDR1_NB2 3 13ANDR2_132B1 3 13ANDR3_B2B1
CLOSED
CLOSED
D2B2
D1B2
T1B2 3
13ANDR4_PB2 T2B2_ 3 C 11ANDR3_B2B1 1.0 .001 T1B2_ 3 C 11ANDR4_PB2 1.0 .001 T2B2_ 3 C C ** Upper bridge thyristors and diodes **** 13ANDRS_NB1 CLOSED D2B1 3 13ANDR6_DCP CLOSED D1B1 1 13ANDR7_DCP T1B1_ 1 13ANDREI_PB1 T2B1 3 C 11ANDR7_DCP 1.0 .001 T1B1 1 C 11ANDR8_PB1 1.0 .001 T2B1 3 C BEGIN NEW DATA CASE C *** ***** *************************** ****** * ***** ** ***** ** ******** ** ********* *** C RECTIFIER C ******** ****** ********** ***** ********** ****** * ****** ******* ***** ** ***** *******
C This module represents a double bridge rectifier module C $PUNCH BLANK card ending session
Main Control Subroutine.
C
C RECTIFIER CONTROL OF THE 11E LOKO C *************************** *********************************** * ****** *** *****
MODELS C C **** ***** **** Include power factor calculation *********** SINCLUDE PWRFACT.MOD C ********************* ***** ***** ***** ******* ***************
INPUT V_IN := M1PB1_, V_OUT := M1NB2_, I_MEASURE := I_MEAS ENDUSE C RECORD C *•*** ARMATURE ******* C PFACT.P_FACTOR AS PF PFACT.V_RMS AS V_RMS
C PFACT.I_RMS AS I_RMS C PFACT.S_POWER AS S_POWR C PFACT.VOLT AS V_IN C REF_CALC.ARM_SWCH.B1TH1_P AS PB1T1 REF_CALC.ARM_SWCH.B1TH2_P AS PB1T2 REF_CALC.ARM_SWCH.B1D1C AS B1D1C REF_CALC.ARM_SWCH.B1D2C AS B1D2C REF_CALC.ARM_SWCH.REFB1 AS REFB1 REF_CALC.ARM_SWCH.REFB2 AS REFB2 REF CALC.ARM SWCH.AC COS AS SINC
C REF_CALC.AC1 AS AC1 REF_CALC.AC2 AS AC2 REF_CALC.DC AS DC REF_CALC.EA1 AS EA1
C ENDRECORD C ENDMODELS
Armature Switch Control Model
MODEL ARM_SWITCH_CONTROL INPUT AC_COS, SUPPLY INPUT REFB1 , REFB2
BEGIN NEW DATA CASE NOSORT --- DATA BASE MODULE $ERASE ARG ACPF1_, ACNF1_ ARG ACPF2_, ACNF2_ ARG PFC_C_, PFC_L_ NUM PFC_C_, PFC_L_ DUM PFCB1_, PFCB2_ C /BRANCH C <NDE1><NDE2><NDE3><NDE4>< R >< L >< C > C C ********* UPPER BRIDGE (B1) C ACPF1_PFCB1_ PFC_C_ PFCBlACNFl_ PFC_L_
C C ********** LOWER BRIDGE (B2) **** ***** **** C ACPF2_PFCB2_ PFC_C_ PFCB2ACNF2_ PFCL_
BEGIN NEW DATA CASE C *********** ******* *** ******* ** ***** *********** ******* ** ***** ******************
C PFC CURCUIT C ************* ***** ************ ***** *******************************************
C This module represents the PFC circuit C $PUNCH BLANK card ending session
Power Factor Calculation Model
MODEL POWER_F INPUT V_IN, V_OUT, I_MEASURE VAR PERIOD_INC, RUNSTEP, P_FACTOR, PTOTAL, VTOTAL, ITOTAL
VAR POWER, V_RMS, I_RMS, S_POWER, VOLT, TS INIT PERIOD_INC := 1
BEGIN NEW DATA CASE C C * MAIN PROGRAM OF MOTOR SIMULATION
C C C C In this data file the 11E MOTOR is simulated. C $PREF1X, C:\ATP\OWN_LIB\MOTOR\ C $SUFFIX, .PCH C C C C -DELT><-TMAX-><-XOPT-><-COPT-><EPSILN><TOLMAT> 1.0E-02 5.0E+2
C -IOUT><IPLOT-><IDBLE-><KSSOUT><MAXOUT><-IPUN-><MEMSAV>< - ICAT - ><NENERG><IPRSUP>
CTRL11E.V_LOCO AS V_LOCO CTRL11E.ARM_CUR AS AR_CUR CTRL11E.FLD_CTRL AS VELD_C CTRL11E.BACK_EMF AS B_EMF
ENDRECORD ENDMODELS C /BRANCH C ******* Koppeling tussen Boublokke C <NDE1><NDE2><NDE3><NDE4>< R ›.‹ L C ********* Earthing
B2NR 1.E-6 FLD1NR 1.E-6
C ****** **** Supplies V_ANKRME_RES 1.E-6 ME_RESB1PDR_ 1.E-6 VANKR 1.E+8
>< C >
2
C V_VELDFLD1PR 1.E-6 V_VELD 1.E+8 2
C B1PR B2NR 1.E+8 2
C C Mechanical System C ARG MECHE_, $$ C MDAMP_, INERTI, TORQUE $$ $INCLUDE, MECH.PCH, MEGN , $$ C 25.E+0, 15.8E9, -2000. C ********* ******* ******* ***** * *****
BLANK CARD ENDING BRANCH CARDS /SWITCH c BLANK CARD ENDING SWITCHES C C C /SOURCE C ***** ***** SOURCE CARDS ** ****** **** C <NODE>IV<--AMPL--><--FREQ-><--TIME-0-><---A1---><--TIME1 - >< - TSTART - >< - TSTOP -- >
C 60V_ANKR -1.0
60V_VELD -1.0
C C $DUMMY, XYZ000 C ********* ******* ******* Inc lude motor modul e ****** ***** ***** ****** *******
C ARG C C C
C $INCLUDE,MOTOR.PCH, C C
RECTIN, FLDIN_, MEG ,
ARMIN_, FLDOUT,
RECTL_, FLDINT, B1PR , FLD1NR,
ARMOUT,
ARMR , OMGINT, B2NR ,
ARML , THEINT
FLDR , FLDL , LMUT ,
$$ $$ $$ $$
$$ $$ $$
RECTR_, ARMINT, B1PDR_, FLD1PR, MEGN
C C
0.0271, 0.,
4.5, -330.0,
0.014, 0.0,
2.4E-4, 0.0
0.055, 2.9E-4, 18.E-3, $$
C BLANK CARD ENDING ALL SOURCES C C C /INITIAL C Initial Conditions C <NDE1><NDE2>< I initial >< V_initial > c C END INITIAL CONDITIONS (NO BLANK CARD NEEDED) C C C C /OUTPUT ??? C ** ***** Output Request ******* c BLANK CARD ENDING OUTPUT REQUEST
C C C C /PLOT C Plot Cards c BLANK card ending plot card BEGIN NEW DATA CASE BLANK card ending session
IF V_LOCO > 25 THEN POWER := ARM_CUR * ARM_CTRL L_ERR := 700000 - POWER LAPLACE(L_CTRL/L_ERR) := (-21S2 + 101S1 + 11)/(11S1) ARM_CTRL := ARM_CTRL + ARM_CONST * L_CTRL IF (ARM_CTRL >= 860) THEN ARM_CTRL := 860 WFIELD := TRUE
ENDIF ENDIF
ENDIF C C *** Field Control (Constant Power)
IF ((WFIELD = TRUE) AND (V_LOCO < 90)) THEN ARM_CUR := (I_MEAS - I_NDE)/1.E-6 POWER := ARM_CUR * 860 P_ERR := 700000 - POWER LAPLACE(P_CTRL/P_ERR) := (1.01S1 + 0.011)/(11S1) FLD_CTRL := FLDCTRL - (FLDCONST * PCTRL)
0}
ENDIF ENDEXEC ENDMODEL CTRL 11E
TE A
Field Control
25Icm/h 34Icm/h
Armature Current Limited I Constant Power i
Speed
la Feedback
Ea Feedback
Speed Feedback
Model 11E Control
System
Armature • Control > Field
Control
Motor Library
BEGIN NEW DATA CASE NOSORT --- DATA BASE MODULE $ERASE ARG RECTIN, ARMIN_, ARMOUT ARG FLDIN_, FLDOUT ARG MEG ARG RECTR_, RECTL_, ARMR , ARML_ , FLDR_ , FLDL_, LMUT_ ARG ARMINT, FLDINT, OMGINT, THEINT, RNMROS NUM RECTR_, RECTL_, ARMR , ARML_, FLDR_, FLDL_, LMUT NUM ARMINT, FLDINT, OMGINT, THEINT DUM RECT , RECTOT C /BRANCH C <NDE1><NDE2><NDE3><NDE4>< R >< L >< C >
C Reactor L and R RECTINRECT RECTR_ RECT RECTOT
RECTL_ (REACTOR + COMP WINDINGS} 3 C
RECTOTARMIN_ 1.E-6 C /SOURCE C ****** ****** DC Motor ****** ******** C *** ******* * U.M. dat a ****** ********
19UM 00 0 BLANK CARD ENDING GENERAL U.M. SPEKS CARDS C C ***** MACHINE TABLE ***** C #d#q???<MECH><TACS>#p< J -inertia >< D -damping ><
EPSOM > FREQ
8 1 0333MEG 2 C **** d-axis **** C OMEGA >< Lmud(H) >!<
OMGINT LMUT C **** q-axis **** C THETAm >< Lmuq >!<
THEINT LMUT
Lmsd
Lmsq
>< FLUXsd
>< FLUXsq
>< FLUXrd
>< FLUXrq
C C BLANK BLANK
COIL TABLE ***** **
C **** q-axis **** (set #q in Machine Table to 0) C RESIS >< Lleak ><BUS1><BUS2><TACS>?< CUR init >
ARMR__ ARML__ ARMIN_ARMOUT ARMINT C **** d-axis **** (set #d in Machine Table for # of fields) C RESIS >< Lleak ><BUS1><BUS2><TACS>?< CUR init >
FLDR_ FLDL FLDIN FLDOUT FLDINT C BLANK CARD ENDING ALL U.M. DATA BEGIN NEW DATA CASE C C * TRACTION MOTOR C
**
C This module represents a seperately excited dc traction motor module C with a series reactor $PUNCH BLANK card ending session
RECTI
RECTOT
ARMIN
RECT
ARMR ARML
LMU
ARMOU
FLDIN FLDL FLDR
f:.
f3 FLDOUT
MEG
(_5
Mechanical Load
BEGIN NEW DATA CASE NOSORT --- DATA BASE MODULE $ERASE
• ARG MECHE_ ARG MDAMP_, INERTI, TORQUE NUM MDAMP_, INERTI, TORQUE DUM MECHT_ C /BRANCH C <NDE1><NDE2><NDE3><NDE4>< R >< L >< C > C MECHANICAL ANALOG MECHE_ MDAMP_ MECHE_ INERTI
C *******
MECHE MECHT 1.E-6 C /SOURCE C <NODE>IV< AMPL >< FREQ >< TIME C MECHANICAL SOURCE 14MECHT_-1 TORQUE 0.00001 C BEGIN NEW DATA CASE C *************** ******* ** ******** ** ******* ************ ******** * *********** *****
C 11E Mechanical Load C ******************** ****** **** ***** ********* ****** *** ******* ******************
C This module represents a mechanical load C $PUNCH BLANK card ending session
MECHE MECHT
TORQUE
High Frequency Transformer Model
Surge simulation
BEGIN NEW DATA CASE C C Generated by ATPDRAW Thu 6.Nov-1997 C a Bonneville Power Administration program C Programmed by H.K.H>idalen, EFI - NORWAY 1995 C $PREFIX,C:\ATP\ATPDRAW\LIB\ $SUFFIX, .LIB $DUMMY, XYZ000 C Miscellaneous Data Card POWER FREQUENCY 5.0E+01 1.0E-06 3.0E-04 0.0E+00 0.0E+00
1 1 0 3 0 0 0 1 0 C 1 2 3 4 5 6 7 C 34567890123456789012345678901234567890123456789012345678901234567890123456789 /BRANCH C< n 1>< n 2><refl><ref2>< R >< L >< C > C< n 1>< n 2><refl><ref2>< R >< A >< B ><Leng><><>0 MID TRX2IN 961. TRX1INTRX2IN .55E-3 TRX1OTMID 38.0 G6 G7 1.0E-6 F_IN IR_IN 1.0E-6
$DISABLE C *** Standard length 5m (add for another 5m) 1CAB_11CAB_12CAB_1 CAB_2 1CAB_12CAB_13CAB_1 CAB_2 1CAB_13CAB_14CAB_1 CAB_2 1CAB_14CAB_15CAB_1 CAB_2 1CAB_15CAB_16CAB_1 CAB_2 1CAB_16CAB_17CAB_1 CAB_2 1CAB_17CAB_18CAB_1 CAB_2 1CAB_18CAB_19CAB_1 CAB_2 1CAB_19CAB_OTCAB_1 CAB_2
$ENABLE C C C <NDE1><NDE2><NDE3><NDE4>< R >< A >< B ><LNTH><><><>
C -1CAB_INCAB_OT 1.00 .5E-0 3.E-1 1. 0 0 0 C BLANK CARD ENDING BRANCH CARDS C C C /SWITCH 11VCBP VCBN VCB_C 3
BLANK CARD ENDING SWITCHES C C C /SOURCE C SOURCE CARDS C <NODE>IV<--AMPL--><--FREQ-><--TIME-0-><---A1---><- - TIME1 - >< - TSTART - >< - TSTOP -- >
C *** Sekond - r van Transformator vir ankerbeheer (brug 1 en 2) *** 14SUPPLY 38.2E+3 5.0E+1 -1.0
C BLANK CARD ENDING ALL SOURCES C C C /INITIAL C ***** Initial Conditions C <NDE1><NDE2>< I_initial >< V_initial >
C END INITIAL CONDITIONS (NO BLANK CARD NEEDED) C C C C /OUTPUT ??? C Output Request VCBP VCBN
BLANK CARD ENDING OUTPUT REQUEST C C C C /PLOT BLANK card ending plot card BEGIN NEW DATA CASE BLANK card ending session
Transmission ' Line
° T
Cable Cable
VCB
TT T,
Primary C2 Side I Secondary
Rrr Earth Return 13 Ti
VVire T 1 ism
Appendix C
Main Chopper File
BEGIN NEW DATA CASE C C Main Chopper File C $PREFIX, C:\ATP\OWN_LIB\CHOPPER\ $SUFFIX, .PCH C -DELT><-TMAX-><-XOPT-><-COPT-><EPSILN><TOLMAT>
0.2E-4 5.E-1 C -IOUT><IPLOT-><IDBLE-><KSSOUT><MAXOUT><-IPUN-><MEMSAV><-ICAT -><NENERG><IPRSUP>
10 10 0 0 0 0 0 1 C C C TACS HYBRID $DUMMY, CTR001 C ***** ****** ** Include chopper control module C ARG VC_REF, DIOCUR, GTOCUR, GTOGTT, DIOGTO $INCLUDE, CH CTRL, CH REF, DIOAND, GTOAND, GTOCRL, DIOCRL BLANK CARD ENDING TACS CARDS C MODELS OUTPUT CTRL_ C MODEL REF CALC
OUTPUT -FIEF VAR REF INIT
REF := 0 ENDINIT EXEC
REF := REF + (FULLSTEP/STOPTIME) ENDEXEC
ENDMODEL C USE REF CALC AS CALC OUTPUT CTRL := REF
ENDUSE C RECORD
CALC.REF AS REF ENDRECORD ENDMODELS C C C /BRANCH $DUMMY, AND001 C ************* Include chopper module C ARG POSIN , POS , NEG , DIOCUR, GTOCUR, GTOGTT, DIOGTO, $$ C RESIST, CAPAC1, CAPAC2 $INCLUDE, 14ECHOP, POS IN, POS OT, NEG IO, DIOAND, GTOAND, GTOCRL, DIOCRL, $$ C 330.0, 2880.0, 1.0 C C C $DUMMY, MOT001 C ******** ***** Include chopper module C ARG ARMIN_, ARMOUT, $$ C FLDIN_, FLDOUT $INCLUDE, MOTOR, ARM_IN, ARM_OT, $$ C FLDIN, FLD_OT C C C /BRANCH C Connection C <NDE1><NDE2><NDE3><NDE4>< R >< L >< C > SUPPLYPOSIN 1.E-6 1 NEGIO 1.E-6 1 CTRL CH REF 1.E-6
BLANK CARD ENDING BRANCH CARDS C C C /SWITCH C ***** SWITCH CARDS ******
BLANK RECORD ENDING SWITCHES C C C /SOURCE C SOURCE CARDS C <NODE>IV<--AMPL--><--FREQ-><--TIME-0-><---A1---><--TIME1-><-TSTART -><-TSTOP--> 14SUPPLY 3000.0 0.00001 14SP_FLD 200.0 0.00001 60CTRL BLANK CARD ENDING ALL SOURCES C C C /INITIAL C ***** Initial Conditions C END INITIAL CONDITIONS (NO BLANK CARD NEEDED) C C C /OUTPUT C ***** ** Output Request ******* C
BLANK CARD ENDING OUTPUT REQUEST C C C /PLOT C ***** Plot Cards ***** BLANK card ending plot card BEGIN NEW DATA CASE BLANK card ending session
Chopper Library
BEGIN NEW DATA CASE NOSORT --- DATA BASE MODULE $ERASE ARG POSIN_, POS , NEG , DIOCUR, GTOCUR, GTOGTT, DIOGTO ARG RESIST, CAPAC1, CAPAC2 NUM RESIST, CAPAC1, CAPAC2 /BRANCH C **** Chopper Circuit (Input Caps) *** ***** C <NDE1><NDE2><NDE3><NDE4>< R >< L >< C >
C /SWITCH C ******** Chopper circuit Switches C <NDE1><NDE2><---VIG--><--IHOLD-><-IDEION-> <CLSD><SM><GRID><CL/O> 13DIOCURPOS CLOSED DIOGTO 13GTOCURPOS GTOGTT C 11POS POSIN_ 0.6 10.E-3 C BEGIN NEW DATA CASE C C Single Phase Chopper C C This module represents a single phase chopper circuit inclueding snubbers. C The value of the snubbers may be changed. Firing signal must be supplied $PUNCH BLANK card ending session
Chopper Pulse Generator
BEGIN NEW DATA CASE NOSORT --- DATA BASE MODULE $ERASE ARG VC_ REF, DIOCUR, GTOCUR, GTOGTT, DIOGTO DUM IMPULS, CURR_ C /TACS C ** Inputs for diode control 93GTOCUR {Monitor state of GTO from which the current must comutate) 91DIOCUR {Monitor current through the diode} C ** Referance input for chopper control 90VC_REF C ** Generating the Thyristor pulse C 11VC REF 0.50 24RAMP 1.0 4.000E-3 98GTOGTT = VC_REF .GE. RAMP C ** Control of the Diode 98IMPULS = .NOT. GTOGTT .AND. GTOCUR 98CURR_ = DIOCUR .GT. 0.0001 98DIOGTO = .NOT. GTOGTT .AND. (IMPULS .OR. CURR_ ) C ** TACS output variables 33GTOGTTDIOGTO C BEGIN NEW DATA CASE C C Single Phase Chopper Controller C C This module represents a sim1lified chopper controller. C $PUNCH BLANK card ending session
Sepex Motor controlled by the Chopper
BEGIN NEW DATA CASE NOSORT --- DATA BASE MODULE $ERASE ARG ARMIN_, ARMOUT ARG FLDOUT DUM MECH , TEMECH C /BRANCH C <NDE1><NDE2><NDE3><NDE4>< R >< L >< C > C Mechanical System MECH TEMECH 1.E-6 TEMECH 1.E+2 TEMECH 1.E+8
C /SOURCE C DC Motor C *********** U.M. data 19UM 00 0 BLANK CARD ENDING GENERAL U.M. SPEKS CARDS C C ***** MACHINE TABLE ***** C #d#q???<MECH><TACS>#p< J -inertia >< D -damping >< EPSOM >< FREQ 8 1 0333MECH 2
C **** d-axis **** C OMEGA >< Lmud(H) >!< Lmsd >< FLUXsd >< FLUXrd >
20.E-3 C **** q-axis **** C THETAm >< Lmuq >!< Lmsq >< FLUXsq >< FLUXrq >
20.E-3 C C ****** COIL TABLE ** ***** BLANK BLANK C **** q-axis **** (set #q in Machine Table to 0) C RESIS >< Lleak ><BUS1><BUS2><TACS>?< CUR init >
.015 24.E-5ARMIN ARMOUT C **** d-axis **** (set #d in Machine Table for # of fields) C RESIS >< Lleak ><BUS1><BUS2><TACS>?< CUR init >
.50 30.E-5FLDIN_FLDOUT C BLANK CARD ENDING ALL U.M. DATA BEGIN NEW DATA CASE C C * TRACTION MOTOR C C This module represents a separately excited dc traction C motor module. $PUNCH BLANK card ending session