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Rectifier Substations
JAMES B. FLOWERS, MEMBER, IEEE
Abstract: Thyristor Controlled Rectifier Substations (TCRS)
accomplish energy management objectives by controlling load flow.
Voltage sources connected in parallel to a common grid share load
dynamically in a complex relationship between the DC output voltage
sources at fixed traction power substation locations and time variant
loads at moving vehicle locations. Conventional diode rectifier sources
with inherent voltage regulation produce a load profile that cannot be
changed at will. The load profile, and thus the load sensitive cost component of electrical demand is impacted only by train operating
policies. Voltage control capability allows the load profile of TCRS to
be adjusted within the constraints of train operating practices, and
demand-control energy management may be achieved. Efficient solutions to the problems of energy management design require an understanding of the relationships between networked sources and dynamic
loads. This paper presents the relationships between demand sensitive
electric utility costs, traction power source energy management, and
train operations and provides simplified quantitative expressions in
support of the basic principles.
INTRODUCTION
where
Vt
terminal voltage at substation, volts
Ed0 theoretical no-load DC voltage, volts
IL load current, amperes
Rs
GENERAL
CONCEPTS
internal resistance
Energy Management
Energy management of traction power systems may be motivated by
economic interests or social concerns.1 The cost of purchasing electrical
power for transit operations generally includes two components: (1) energy
usage, and (2) a demand charge. Energy usage is related to the system
1 The traction power system, itself, is an expression of energy management for social reasons.
69
Vt = Esp
constant voltage
(3)
IL = ICL
constant current
(5)
BASICS
LOADSHARING
Limitations OfSimulator5
where
SI
Figure 2
0
Figure 1
100
300
Yo
s2
s3
Sn
LOAD
where:
amin minimum allowable phase delay angle
ESP setpoint value of voltage regulator
ICL setpoint value of current limit
70
TABLE I
SYMBOLS
ANDUNITSFORFIGUREI
Symbol
Abbreviation
Rn n+l
-
SF=
RS
Sn
En
Ent
EL
then
1 +SF
In
In n+l
circuit current flowing away from substation n towards substation n+l , amps
IL
Rn
Rn n+l
12=
121
2+SF
13=
121
2+SF
12
DF=
IL
RI
Numerical Example
Typically, for 750 V, 1500 KW substations on an LRT system having
6% total voltage regulation, the equivalent resistance will be 0.02 Q. The
segment loop resistance will be about 0.1 Q. (Substation spacing of 1 mile
with cross-bonded double track, 1 IS# running rails. 350 KCMIL catenary
on a 500 KCMIL messenger.) From (12) and (IS), SF = 5 and DF = 6.
From (IO) and ( I I), 86% of 121 is contributed by S2,14% by S3.
Increasing the substation capacity to 2500 KW will raise the stiffness
factor to 7.7, the dominance factor to 8.7 and the contribution of S2 to 121
to 90%. For the even more distant substations (S4 ... Sn) the added contribution is even less ( 10%of 10%. etc. ). Contribution from distant substations may be ignored for EMS purposes with little loss in accuracy for
stiffness factors greater than 5 .
DF provides an easy way to evaluate the need to consider distant substations. Given DF, the contribution of the next distant substation
expressed in per cent of the total is:
(7)
R12 + R2
A further simplifying assumption is justified on LRT systems using relatively large ( > 1500 KW) substations with relatively long distances ( > 1
mile) between substations. Then, the relationship reduces to:
I1 =
(1- a) IL
(8)
12 =
a IL
(9)
100
(16 )
DF+ 1
Considering more than two sources requires more terms in the formuesting to determine when [his additional information is desirable. Refer
again to the discussion model (Figure 2) to examine how the right branch
current (121) will be composed on closing the circuit breaker at S2, allowiiig S3 to contribute.
121
Ias, making them more difficult to read and interpret. It is, therefore, inter-
R3 + R23
I,+l(percent) =
Thus, for a substation with a DF of 9, the next most distant substation will provide 10% of the current.
12 =
= l+SF
13
a R12 + RI
12 =
(10)
R2 + R23 + Rg
R23
12 =
R2
1 3=
121
(11)
- 121
121
R23
R2 + R23 + R3
13 =
A voltage source that is described as stiff is one that has a low equiv~ l l c n tresistance such that the voltage does not drop off greatly with increasiiip lo;id. Stiffness factor (SF) is the ratio of the resistance between substa-
R23
71
121
= 0
AI1
-= 10 ampdvolt
AE1
0.1
AP1
2 (800) - 750
AE1
0.1
- --
kilowattdvolt
(25)
Simplified formulae thus far have included the implicit assumption that
source voltages at all substations are equal. This assumption is approximately true for conventional diode substations but need not be the case
with TCRS. Manipulating the source voltage o f a TCRS provides a
mechanism to shift load to, or from, the adjacent substations.
Returning to Figure 2 consider an LRV again at position a. A voltage
regulator at S2 allows us to ignore any contribution from S3 or higher. A
generalized expression where E1 # E2 is:
(1- a) IL-
I1 =
750 - 800
I1 =
aIL+
= 1500 amps
(26)
= 500 amps
(27)
0.1
750 - 800
12 = (0.5) (2 000) +
0.1
E2 -E1
R12
12=
(0.5) (2 000) -
E2 -E1
R12
- --
AE1
1
-amps/volt
RI2
constant current
(21)
PU'ITING IT ALLTOGETHER
E12 E1 E2
P i = (1 - a) E1 IL+
(22)
R12
AP1
AE1
2E1 -E2
.t
a IL wattdvolt
R12
The constant power case can be developed from Figure 2 similarly, but
does not lend itself to simple expression and will not be covered here. The
load shift factor expressed in ampslvolt and based on the assumption of
constant current is sufficiently accurate for EMS purposes and has the
advantage of being independent of loading and load qistribution.
Numerical Example
CONCLUSIONS
72
R 12 >> R 1 + R 2
Assuming: R 2 = R 3
REFERENCES
APPENDIX
[ I ] J. Flowers and S. Jacimovic, Why Use Thyristor Controlled Rectifiers? presented at the 1993 APTA Rapid Transit Conf., Miami, E.
- Ia.Ra-
I a=-.I
Rb
Ra+Rb
Ec=O
Eb
- I b . R b - Ec=O
[3] S. Jacimovic, Real Time Energy Management In The Transit Industry presented at the 1993 APTA Rapid Transit Conf. Miami, FL.
Eb-Ea
-R,+Rb
73