Design of Power Supply system for 527km High ... - Ireeindia.org

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29 Νοε 2013 (πριν από 3 χρόνια και 11 μήνες)

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Mr
.

Satish

Kumar

Director

(Elect
.
),

Delhi

Metro

Rail

Corporation

Ltd
.

(DMRC)

currently

is

also

a

Govt
.

of

India

nominee

on

the

Boards

of

Bangalore

Metro

Rail

Corporation

&

Chennai

Metro

Rail

Corporation
.

He

is

a

former

officer

of

the

Indian

Railway

Service

of

Electrical

Engineers

and

has

over

45

years

of

professional

experience

and

is

one

of

the

main

persons

behind

the

success

of

Delhi

Metro

Rail

Project

today
.



Having

been

associated

with

this

project

right

since

its

inception

in

1998
,

for

about

15

years

Mr
.

Kumar

has

contributed

immensely

towards

the

introduction

of

the

state

of

the

art

technologies

in

the

Delhi

Metro

systems



Rolling

Stock,

Signalling
,

AFC

etc
.
,

which

has

revolutionized

the

mass

transport

scenario

of

the

national

capital
.



He

has

also

been

Director

incharge

of

operation

and

maintenance

of

Delhi

Metro

in

its

initial

years

upto

2005
.



He

has

been

conferred

with

many

awards

during

the

last

10

years,

recent

being

the

“Lifetime

Achievement

Award”

by

the

Institution

of

Engineers

(India)

Delhi

State

Centre

on

19
th

Jan

2013
.




Satish Kumar

Director

Delhi Metro Rail Corporation


By Satish Kumar, Director/Electrical


Mahendra

Kumar, Chief Elect. Engineer

International Seminar o
n High Speed Trains

Dated:01/02/2013

1.
Salient Features of Route

2.
Power supply arrangements



Selection of Traction System


Selection of catenary system


Auxiliary Power Supply System

3. Conclusions



Route Length
-

527
Kms




At Grade

87
Kms

Elevated

297
Kms

Bridges (Waterway width)

17
Kms

Underground

126
Kms

Total

527
Kms



Station Name

Inter
Station
Distance (
Kms
.)

1

Thiruvananthapuram



2

Quilon

57

3

Changannur

Future Station

52

4

Kottayam


31 (83)

5

Erankulam

53

6

Trissur

65

7

Tirur

Future Station

56

8

Calicut


46 (102)

9

Thalessery

Future Stn

62

10

Kannur


17 (79)

11

Kasaragod

86

Stations with Inter Station Distance


Train Operation



Peak Period




佦l 健慫⁐敲楯e



15
minutes
from 08.00hrs
to
11.00hrs & 17.00hrs
to
21.00hrs
.



䥮I
湯n
-
灥慫 桯畲猠瑨攠瑲慩渠慴a楮瑥牶慬i潦o㌰3
浩湵瑥献


Speed


a)
Operational
Speed


b)
Maximum Design

Speed



c) Average Speed




300

KMPH



350

KMPH



250

KMPH

(
8

stations)




Train Set



Power per train


10

Coaches


10

MW


1500
V

DC

system


AC

system


25

kV

ac



2
X
25

kV


Worldwide

High

Speed

Railways

have

adopted


25
kV

ac

system

or

2
X
25
kV

AC

Auto

transformer



system


The

system

supplies

power

to

the

train
-
sets

through

25
kV

ac

overhead

system
.

Current

returns

through

the

rail

and

the

ground
.

The

voltage

between

contact

wire

and

rail

is

25
kV
.


The

voltage

variation

permitted

as

per

EN

50163
/

IEC

60850

is

as

below
;



Minimum

(just for
10 min)


minimum

Permanent


nominal

Maximum

Permanent


Maximum

(just for
5min)

17.5kV

19kV

25kV

27.5kV

29kV

Mitigation of electromagnetic interferences (
emi
)


Booster

Transformers

are

installed

in

series

in

the

catenary,

to

reduce

electromagnetic

interferences
.


These

have

limitations

to

mitigate

the

impact

fully

especially

in

case

of

failure

of

a

few

booster

transformers
.


It

can

have

adverse

effect

on

neighboring

telecom

system
.

A typical arrange of 25 kV with Booster transformer


This

also

supplies

power

to

trains

at

25
kV

ac

but

has

transmission

system

of

50
kV

by

Auto

transformer

system
.









50
kV

is

formed

between

the

catenary,

and

a

conductor

called

the

‘feeder




Catenary

and

feeder

are

supported

on

the

same

pole

on

the

same

track
.


The

transmission

line

so

formed

is

coupled

electrically

to

the

catenary
-
rail

loop

via

the

auto

transformers,

which

transforms

this

double

voltage

(
50
kV)

into

25
kV

voltage

for

trains
.



This

system

of

auto

transformer

traction

power

supply

system

was

first

used

in

1972

by

the

Japanese

railways

on

the

SANYO

lines

with

the

main

objective

of

improving

emi

as

compared

to

BT

system
.



It

is

learnt

that

France

adopted

2
X
25
kV

ac

Auto

transformer

system

primarily

from

the

point

of

view

of

reducing

the

emi

and

also

the

line

losses
.


It has other benefits compared to 1x25kV ac as under


For equal volumes of traffic, the line voltage drops
gets reduced by more than 2 to nearly 3,


Reduce the number of neutral sections


It gives flexibility to position the substations better with
respect to existing grid lines


Discontinuity is not experienced in the contact wire as
in the BT system.


In short electrical aspects of 1x25kV & 2x25kV are

1X25

2X25

Train

voltage

25 kV

25
kV@

line voltage drops

v

v/3

line currents

a

a/2

electrical
loss

(
I
square
R)

w

w/4

disturbance

e

over e/2

Continuity in
normal
conditions

4 to 25km

neutral
section sectioning
post

(booster transformer)

25 to
80km


Note: @
-
reduces the number of substation



0.3 Ω per km using 1X25kV,

0.12 Ω per km using 2X25kV




Accordingly 2X25kV Auto
-
transformer
system has been proposed for Kerala
High Speed line




Proper

current

collection

at

high

speed

by

panto

of

train

through

contact

wire

is

the

main

consideration
.

Three types of 25kV ac catenary systems have been
used world over



Compound type,



Y
-
stitch type and



Simple type




Compound Catenary system


Compound

system

for

HSR

was

evolved

in

Japan

for

first

bullet

train

Shinkansen

in

1964
.


This

system

has

a

second

catenary

wire,

called

the

auxiliary

catenary

wire

between

the

main

catenary

wire

and

the

contact

wire
.

It

is

joined

to

the

main

catenary

wire

and

the

contact

wire

by

means

of

droppers

which

helps

to

reduce

variations
.



However,

the

good

current

collection

characteristics

of

this

type

of

installation

are

offset

by

the

increased

material

requirements

and

significant

higher

installation

effort
.





Compound Catenary system



Latest compound catenary systems in operation is
Taiwan
-
shinkansen





A y
-
stitch wire is used to designate a connecting element
inserted between the catenary wire and the contact wire
.


Sicat

H
1
.
0

was

used

for

HSR

300
km/h

in

operation

between

Cologne

and

Frankfurt
.


German

rail

has

developed

Y
-
stitch

catenary

system

for

conventional

lines

also


Simple Catenary system



Simple catenary system with higher size conductors,
heavier tension and a pre sag (of1/1000 of span) is reported
to be adequate for speeds
upto

350
kmph
.


France


‘TGV

Atlantic

line’

commissioned

in

1989

with

commercial

speed

of

300
km/h
.




TGV
-

Nord

in

1993
,



TGV
-

Mediterranean

in

2001
,


Korea


KTX
-

Kyungbu

line

in

2004
.



TGV
-
est

commercial

speed

of

350
km/h
.



Korea’s

Kyungbu

HSR

line

with

a

commercial

speed

up

to

310
km/h,


In short, main characteristics of the three systems are

KTX
-
Kyungbu

[
Korea],

TGV
-
Nord

[French

Sicat

H
1
.
0

[
German]

(Y
-

Stitch)

Taiwan
-
Shinkansen
,

[Japan
]

(
Compound

Catenary

Type

Simple

Y
-
stitch

Compound

Operation

Speed

300
km/h

(Over
)

300
km/h

300
km/h

Contact

Wire

Cu
150
sqmm

CuMg

120sqmm

CuSn

170
sqmm

Tension

20
kN

27
kN

20
kN

Conductivity

of

Contact

wire

98
[
%
]

74
.
5

70
[
%
]

Mass
-


contact

1
.
334
[kg/m]

1
.
07
[kg/m]

1
.
511
[kg/m]

Auxiliary

Contact

wire

-

-

Cu

150
sq

mm[
15
kN]

Conductivity

of

Aux
.

Contact

wire

-

-

98
[
%
]

Messenger

wire

Tension

14
kN

21
kN

25
kN

mass

of

messenger

wire

0
.
605
[kg/m]

1
.
022
[kg/m]

1
.
450
[kg/m]

Conductivity

of

messenger

wire

60
[
%
]

60
[
%
]

17
.
2
[
%
]

Total

surface

of

conductors

186
sq

mm

161
.
4
sq

mm

296
sq

mm

Dropper

Bz

12
sq

mm

Bz

16
sq

mm

hanger

stagger

200
mm

300
mm

300
mm

Maximum

Span

63
m

70
m

60
m

Height


5
.
08
m

5
.
3
m

5
.
0
m

Simple type of catenary has been
proposed for

Kerala High Speed rail

Auxiliary power supply system
(APSS) for the stations

Reliable Auxiliary power is required for HSR for:


signal and telecommunication,


fire prevention,


tunnels,


stations,


depots, bases, facilities,



substations, SP, PP, RTU


CCTV, maintenance point, etc.


Commercial development on route

Typical Design for APSS
:

Reliability & availability assume equal importance. It can
be achieved through two ways;


Using traction power


Laying separate power transmission line from the grid
substations at 110 kV or 66kV

and


stepping it to down to 33kV or 11 kV for distribution
through the cable network.

A Typical concept for APSS


From

the

techno
-
economical

consideration

it

is

proposed

to

go

in

for

2
X
25

kV

traction

system

for

the

Thiruvananthapuram

-

Kasargod

High

Speed

line



The

power

to

the

train

is

at

25

kV,

ac,

50

Hz,

single

phase

supply
.



Simple

catenary

is

proposed
.



The

Auxiliary

Power

supply

system,

power

at

the

passenger

stations

shall

be

taken

from

the

grid

substations,

stepped

down

at

33

kV

or

11

kV

and

distributed

through

a

cable

network
.



Concrete

viaduct

not

being

good

conductor

of

electricity

Earthing

and

Bonding

arrangements

will

be

designed

specially
.


Thanks for Attention