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 THYRISTOR CONTROLLED LOCOMOTIVE SIMULATION MODEL. 28

3.1. The Transformer. 28

3.1.1 The classical transformer model 28

3.1.2 A high frequency transformer model. 32

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

. •

i
r'- __=.- Circuit Breaker
Line Break

25kV 50Hzie,/_ [1 -- ' 'r

_/,_.:.,,,,-/'--/-•

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
pulling force, TE (Tractive Effort), or a braking force, BE (Braking Effort).

TE

Vlines-) --> TE/BE Speed

---> Speed BE7
Powering Speed
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)

(1)
Vline x I line = BE x Speed — (Electrical Loss + Mechanical Loss)

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.

Motor with
Power Mechanica
Suppl Load

Driver Referance Power

Control
Demand Convertor

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

Motor
II
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, (2)
n,

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 = - + co L + Nc T", (3)
N dt N

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
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.

TE

Speed
Torso. I 1.',7:"` I High

(a)
\4.L.
Stator
Voltage

Stator
Current

Speed Speed

(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

TEb = ( M)(g)(G) + (M)R,„,

=[(20200 x 101(9.8)( 1 )1+ [(20200 x 101(-

12 )1 (5)
250 103
= 1MN

This means that the continuos power output, Pout , of the train must at least
be

P„„, = TEb 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
mIs
time
34.5km I h
(7)
300s
= 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
 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.

Rsnub Csnub

SUPPLYPOSIN

nub
La ,Ra
snub I

ARMOUT
NEG _ J

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 ************** *****
DIOCURPOS RESIST CAPAC2
GTOCURPOS RESIST CAPAC2
POSIN_GTOCUR 1.0E-6
NEG DIOCUR 1.0E-6
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
 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.

MODELS
MODEL A
MODEL AI
USE Components
MODEL A
USE
MODEL AI MODEL Al

ATP -
EMTP
USE
MODEL B WMELB

USE
MODEL C MODEL C

EMTP
PriMoUX RECORD
Plotting
File

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

Referance
Calculation > Pulse
1 Generator

Diode control
)
1
Chopper

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]

vfl

Va
1 ;1
v/I 2 =
( R/ii
M ;2d f 1p
r M (al
mfp I d f 2

( 1? ,-
0 r
2+ I,-df 2 p)
m; 1 2 (Rqa
0
+L a
qp )
d
• f2
d

i ° (1 )

d
where p = — 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
the creative use of the algorithm.

22
 Basic Machine. Permutations.
Synchronous 3-phase armature
2-phase armature
Induction 3-phase armature, cage rotor
3-phase armature, 3-phase field
2-phase armature, cage rotor
Single-Phase AC 1-phase field
(Synchronous or induction) 2-phase field
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
in table 2.

Mechanical System Electrical system

Torque, T[N-m] Current I[A]

Angular velocity, w [rad/s] Voltage, V[V]

Moment of inertia, J [kgrni] Capacitance, C, [F]

Torsional compliance, K, [Nm/rad] Susceptance, 1/L, [1/H]

Rotational Damping Coefficient Conductance, G, [S]

(friction), D, [Nms/rad]

Table 2 Electro mechanical equivalents in ATP-EMTP

The solution of the universal machine equation appears non-linear to the

ATP-EMTP network. There must therefore be an interface that can couple the
universal machine equations with the network. This can be achieved in two
ways, which are user selectable. These two methods are called
compensation and prediction interfacing [12].

With the compensation based interfacing, the network as seen from the
machine terminals is represented by Thevenin equivalent circuits, the angular
velocity is predicted and the machine equations can be solved.

The prediction method is only used on the armature coils. The compensation
method still applies for the field coils when this method is used. For the

23
 prediction method the machine is viewed as voltage sources behind resistors.
The resistors are seen as being part of the electrical network, the fluxes are
predicted and the voltages are then calculated.

The compensation method is useful when more than one machine is used
and fed from separate sources, whereas the prediction method is useful when
more than one machine is fed from the same source [6].

6 Using the ATP-EMTP to simulate electrical converters.

Power electronic switches are modelled as ideal switches in the ATP-EMTP.

These switches can be controlled by a logic control signal. Therefore GTO's,
IGBT's etc. can be modelled as ideal components. Simplified models do,
however, exist for diodes and thyristors. Figure 6 shows a thyristor model
which will start conducting when the gate current (Grid) becomes positive or
when the forward voltage across the terminals becomes greater than V19 .
When the gate current is now removed the thyristor will still conduct. It will
only stop conducting when the current becomes smaller than the holding
current, I-hold•

Cathode la

T la
(hold
On-State

1 Off-State
Grid Vig
Vig

Anode

Figure 6 Thyristor model in the ATP-EMTP

More accurate semiconductor behaviour can be obtained when using passive

linear and non-linear components and actively controlled sources with the
ideal switch models.

When using switches caution must be taken to avoid numerical oscillation.

This can easily be done by inserting a snubber circuit across the switch, with
a time constant of a few times greater than the simulation time step across
the switch.

24
7 Numerical oscillations.

Numerical oscillations often result when inadequate modelling is done. This is

a direct cause of the method (Trapezoidal method of integration) used to
solve differential equations in ATP-EMTP [12].

The relationship of voltage, vb and current, through an inductor, L, is given

by

diL
vL(t)= L
dt

This is implemented digitally, for a small time step At, in ATP-EMTP by using
the following equation

At r
iL (t + At) = i L (t)+—iy L (t + At)+ vL (t)]
2L

If = 0 and iL(t + At) = 0 the voltage at t + At can be found from equation

(4).

v L (t + At). –17,(t) ( 5)

Thus the voltage across the inductor will oscillate. This problem can be solved
by coupling a damping resistor, Rd, across the inductor [12]. It can be found
that the value of Rd, is ideally selected in the range

2L 2L
2 (Rd (10 (6)
At At

25
 Chapter 3

Simulation Components of Spoornet Electric Locomotives.

1 Introduction.

The majority of electric locomotives used by Spoornet employ direct current

(dc) traction motors. During the mid 1980's Spoornet also purchased
locomotives employing alternating current (ac) traction motors. Simulation
models have been developed for these locomotives which employ ac traction
motors using ATP-EMTP [6]. These models were developed to study the
electromagnetic compatibility between modern power electronic locomotives
and railway signalling systems. They are suitable to be used in other power
electronic applications, for example in other locomotives currently operated
by Spoornet, as well as new locomotives to be bought by Spoornet.

The two main export lines in South-Africa, namely the Ermelo to Richards
Bay coal line and Sishen to Saldanha iron-ore line are ac traction systems.
These are 25kV and 50kV lines respectively. The locomotives that operate on
the 25kV line are the class 11E locomotive as well as the class 7E1 and 7E3
locomotives. On the 50kV line the class 9E locomotive, which was briefly
discussed in chapter 1, is used. Furthermore, the class 7E and 7E2
locomotives, which are also supplied from 25kV lines, are used in Nothern
Province and in Eastern Cape. All these locomotives are thyristor controlled
and operate in a very similar manner. The main difference being the traction
motor configuration.

In this chapter the focus will be on modelling components used on thyristor

controlled locomotives. The ATP-EMTP models developed are for the class
11E locomotive but can be modified fairly easily, if data are available, so it
can be used on other ac traction locomotives.

There are two main reasons for selecting the class 11E locomotive as an
example. Firstly, the necessary data (transformer and motor test reports;
control system operation etc.) to do the initial simulations were readily
available. The focus here was not on solving practical problems on the class
11E locomotive, but rather on giving examples of possible uses of such

26
 simulation. The second reason for selecting the class 11E locomotive as
example was more important. Several transformer failures have occurred on
the class 11E locomotive since 5 years after the first class 11E locomotive
went into service. This seriously affected the availability of this locomotive.
This problem is partially addressed by using the ATP-EMTP simulation
software.

2 Description of a thyristor controlled locomotive.

All the Spoornet locomotives operating on the ac lines were designed for
heavy haul applications. The class 11E locomotive was so designed so that
four locomotives would be able to haul a load of 20800 tons from Ermelo to
Richards Bay. It weighs 168 tons with an output power of around 4MW. The
power converter configuration of the class 11E locomotive is shown in figure
1

Figure 1 The power converter configuration of the

class 11E locomotive.

This locomotive has two double bridge half-controlled rectifiers; each

controlling three separately excited 700kW dc motors. Each motor has it's
own separately controlled field. A transformer with six secondary windings
feeds the rectifiers and the fields. This configuration is shown in detail in
figure 2.

L L 11

Figure 2 Class 11E Locomotive Power Circuit.

27
 The field rectifiers make use of a centre-tapped winding. To improve the
100Hz ripple generated by the rectifiers, smoothing chokes are used.

3 Thyristor controlled locomotive simulation model.

A model of a thyristor controlled locomotive is shown in figure 3.

Implementation of the model is simplified by looking at one bogie only.

CONTROL
SYSTEM

RECTIFIERS

TRANSFORMER
(ONE BOGIE) SMOOTHING
CHOKE

I
Ec< I

Figure 3 Thyristor controlled locomotive simulation model.

The model consists of a transformer feeding the rectifiers, which in turn

supplies the dc motors. The rectifiers are controlled by making use of
MODELS, as discussed in chapter 2. MODELS is also used to generate the
appropriate back emf for the simulation of the traction motors. Also included
in the dc motor circuit are blocking diodes and smoothing chokes.

The different components shown in figure 3, the transformer, the rectifiers

and the control system, will be discussed in the following paragraphs. The
traction motors, which are here simulated with equivalent circuits, will be
simulated as direct-quadrature models (d-q models) [15].

3.1. The Transformer.

3.1.1 The classical transformer model

A multi-winding transformer can easily be simulated in ATP-EMTP as shown

in figure 4. This is the classical 50Hz model where

28
 RP , Rs1,s2= Resistance values of the primary and secondary
windings.
LP , Ls1,s2 = Leakage inductance values of the primary and

secondary windings.
Satura = Element accounting for energy storage as well as
saturation. (Nonlinear inductance)
Rmag = Resistance accounting for power loss.

Ideal
Transformer
Nl:N2
L i, R, Ro L.,

I 11
0
II 0

N1:N2 ■F--0
R a L s2

III

Figure 4 Model used for the class 11E transformer.

By performing an open circuit test, thus measuring the excitation losses, Pex
less , and the voltage-current pairs around the rated voltage, Rmag can easily be
obtained using average data from test reports. (A typical transformer test
report is shown in Appendix A.)

2
V2
R mug =
Pex loss
25kV 2
(1)
2kW
=312.5a2

The voltage-current pair obtained from the no-load loss data in the test report
can be used as the ATP-EMTP input data for the non-linear inductance,
Satura, in the equivalent model, although not directly. This data must first be
converted to a current-flux pair by using the ATP-EMTP supporting routine
also called SATURA.

This data must be entered in per unit quantities and is given in table 1; with
the base voltage 25kV, and the base apparent power 6125kVA.

29
 Volt (per unit) Current (per unit)
1 0.002
1.05 0.0028

Table 1 Voltage-Current pair that is used as input data

to the supporting routine, SATURA.

The data file of the supporting routine SATURA follows:

BEGIN NEW DATA CASE

C ********************************************************************
C SATURA to derive (flux,current) from (Vrms,Irms)
C ********************************************************************
C VBASE = 25 kV
C SBASE = 6125 kVA
$ERASE
SATURATION
50.0 25.0 6.125
2.0E-3 1.0
2.8E-3 1.05
9999
$PUNCH
BLANK ENDING SATURA
BLANK ENDING DATA CASE
BLANK

The resulting current-flux pairs which can now be entered into the ATP-EMTP
data file for the transformer are given in table 2.

Current (per unit) Flux (per unit)

0.693 112.54
1.492 118.17

Table 2 The resulting current-flux pair.

Leakage inductance of the primary and secondary windings, LP, L51 and L52 ,

and resistance, RP, R51 and R52, can now be calculated. The dc resistance
values are given in the test report. The total ac resistance, R, as seen from
the primary side can be calculated using the following formula, where Psh loss

is the short circuit power loss and I sh is the short circuit current obtained from
the short circuit test (load loss test).

30
 R = Psh loss
(2)
s2h

From the test reports Psh loss , is obtained having an average value of 94kW.
The total short circuit current when all the windings are shorted is 225A. Thus

R =1.8Q .

Because of practical design considerations the resistance divides so that the

total resistance of the secondary coils referred to the primary side is equal to
the resistance of the primary winding. Taking into account that there are 4
secondary windings and that each winding has a rms voltage of 606V
compared to the primary voltage of 25kV, the resistances become:

Rp = 0.9Q
Rs , = Rs2 = 0.00225

The dc resistances found from the test report are:

Rp = 0.7Q
Rs , = R = 0.00185

The total leakage inductance, X, as seen from the primary winding can now
be obtained from

X =
V s2h

.11
r sh

I sh
loss
-N 2
(3)

The short circuit voltage, Vsh, can also be obtained from the short circuit test.
For a voltage of 2,9kV, X, becomes

29002 ( 94000) 2
X= 11 2252 2252 )
= 12.75Q

As with the resistance, the leakage reactance divides so that the total

31
 reactance of the secondary coils referred to the primary side is equal to the
resistance of the primary winding. Thus

XP = 6.452
Xs, = A's2 = 45mS2

The inductance values to be entered in the ATP-EMTP data cards are

therefore

L P = 20mH
Ls, = Ls2 = 45[11/

This transformer model is simulated as a database module, as discussed in

chapter 2. All the parameters must be supplied to the model.

3.1.2 A high frequency transformer model.

The classical 50Hz/60Hz transformer model is very well known by all

electrical engineers. In the ATP-EMTP, the effect of saturation is taken into
account, but not the frequency dependency of the transformer. Throughout
the years, many different models have been developed to account for the
frequency dependency of the transformer [20]-[23]. There are two broad
trends when modelling transformers, to study high frequency behaviour.
These are detailed internal winding models and models based on
measurement.

The detailed internal winding models consists of large capacitive and

inductive networks obtained from the solutions of complex field problems.
These models require information on the physical layout of the transformer.
The advantage of this type of modelling is that it gives answers to the initial
voltage distribution along the winding of a transformer caused by a surge.
This model, however, is complex and physical transformer data are not
generally available from the transformer manufacturer.

Many transformer models based on measurement have been derived

throughout the years. These models are based on the simulation of the
frequency dependant parameters at the terminals of the transformer by

32
means of equivalent circuits. Such models have the advantage that physical
layout and construction details of the transformer are not needed. The
disadvantage however, is that their performance can only be guaranteed for
tested transformers.

A first step to obtain a high frequency model for the class 11E transformer the
model presented in [20] is used. This model make use of the theory of modal
analysis and is intended as a no-load model. The measured real part and
imaginary part of the transfer function between primary and only one of the
four traction windings is given in figure 5.

Measured Transfer Function

3
I r
2 .
1
1 1
0
I \
■ ____,, ,- I
- - ---1--• ,_ I-I
-1
1
-2 1
-3
0 50 100 150 200 250
f (kHz)

Real part transfer _ _ _ _ Imaginary part transfer

Figure 5 Measured transfer function

The proposed circuit model [20] is shown in figure 6 for 1 resonant frequency.

1 :p 1:2

Figure 6 Circuit model for 1 resonant frequency

The values of R, L, C, X and fi can be obtained from the following formulas for
the kth resonant frequency.

R =(A) R k (4)
Y k

33
 2
L = A k ) R k Qk
(9)
Yk (-1-) k

2
C
= (.)c)
A k R k g(1) k

X=Y k
= (A k )

Y k

The quality factor, Qk, can be obtained by dividing the kth resonant frequency,
0 k, by the width of the imaginary part of the transfer function, Im(H), at half

hight at the kth resonant frequency.

(1) k
Qk =
Width of Im(H) at half hight

Ak can now also be obtained from the imaginary part of the transfer function,

at the kth resonant frequency because the maximum hight at this frequency
takes on a value of AkQk. The maximum hight of the real part of the
admittance function at the kth frequency takes on a value of //Rk. The value
of the capasitive coupling ratio, yk, must now still be calculated. Figure 7 gives

a simplified circuit of a transformer showing the capacitive coupling.

V Vs

— Transformer C2
i Casin g
1 73 –pi
Transformer
Casing
Figure 7 Simplified capacitive coupling

The voltage at the secondary, for high frequencies, will thus be

C2
vS' = vP ( (9)
± C2

The values of C 1 , C2 and C3 can be calculated from the test report given in
appendix A. Average values calculated from different test reports are given in
table 3.

34
 r C, = 2.5 nF C2 = 6.8 nF C3 = 1 nF

Table 3 Capacitance coupling values

The value of y thus becomes 0.7. Now yk can be obtained for the kth resonant
frequency, by fulfilling the following restriction [20].

Y = ZY k (10)
k=1

Table 4 gives the results calculated from the measurements.

k=1 k=2
f (kHz) 35 145

Qk 8. 7 16.9
Ak 0.31 0.17

Yk 0.5 0.2
R(Q) 961 6070
L(mH) 38.1 113.0
C(nF) 0.55 0.011
Table 4 Calculated results

The high frequency model therefore obtained is shown in figure 8. The ATP-
EMTP data file is given in appendix B.

V2

I
Figure 8 Simulation model

35
 The values for Ro, Lo and Co are added to include iron-loss, no-load
inductance and input capacitance [20].

3.2 The Double Bridge Half Controlled Rectifier.

Power electronic switches are modelled as ideal switches in the ATP-EMTP.

These switches can be controlled by a logic control signal. More accurate
semiconductor behaviour can be obtained when using passive linear and
non-linear components and actively controlled sources with the ideal switch
models. When simulating the class 11E locomotive power converter it is
acceptable to use ideal switch models.

The double bridge half-controlled rectifier model is shown in figure 9.

S/5...>
nchronization

j.
Control

Control of ' Control of

Thyristors Diode Switches

Traction
Motors

L L

Figure 9 Double bridge rectifier model.

After a thyristor is switched on by its logic signal, ATP-EMTP will set up

equations with the thyristor conducting. During this time the diode will also still
be conducting because, the diode current is seen to be positive and greater
than the holding current. To avoid this from happening the diodes are also
simulated as controlled switches.

The thyristor switching must be synchronised with the supply voltage. On the
class 11E locomotive this is obtained by using a synchronising signal, which
is 90° out of phase with the supply signal, and a reference signal depending

36
 on the firing angle required. From this the thyristor conducting angle or
thyristor on-time is determined. This is shown in figure 10.

1
I 1 -' ' -k.. f
1 \ / 1 / 1
0.5 _ f \
I
i / I -1- . _ \ f
I ) f \ i t
t - 4. I
0 I i 1 i \
1 \ I .. .
1 / / /
11 11 1 I .1
/ /
-0.5 11 1 . jj 1 I 1 I
I \ I 1 /
‘. 1 ‘ / 1
1 1 I 1 1
t 1 t tt
-1 N.
,
\I k,

0 0.02 0.04 0.06 0.08 0.1 0.12

Time

Thyristor on-time Reference _ _ _ _ Synchronization

Figure 10 Synchronization.

As for the transformer model the rectifier model was also modelled as a
database module. The RC snubber circuit values have to be supplied to the
module as well as the control signals. The RC time constant of the snubber
circuit must be a few times lager than the simulation time across the switch.

4 Simulation of the traction motors.

4.1 Traction motor models.

The class 11E locomotive has six 700kW separately excited dc traction
motors. They work in parallel with all the fields separately controlled. Figure
11 shows a drawing of a separately excited traction motor with a mechanical
load.

Figure 11 Separately excited dc traction motor.

37
In this figure the meaning of the mechanical parameters are

Tern = Electromagnetic torque generated by the motor (Nm)

Tw = Load Torque (Nm)
um , Jw = Rotational inertia of the motor and load respectively (kg-m2)
Brn, Bw = Rotational damping of the motor and load respectively
(Nms/rad)
corn, cow = Rotational speed of the motor and load respectively (rad/s)

The electromagnetic torque for a separately exited dc motor is given by

Tea, = kA) f Ia (11)

where kt is the torque constant and 4)f is the flux generated by the field. The
speed builds up according to equation (3) of chapter 1.

(J„,+ Nc2 J,.„) do),„ B,,, + Arc2 13), co,„+Nc T.,

T = (12)
Nc dt L Nc
-

In the armature circuit a back emf, Ea, is produced equal to

Ea = kf (I) f o) a, (13)

where kf is the voltage constant of the motor.

The values of Ra, Rf, La and Lf can be found from test certificates of which
one is shown in appendix A. These values are shown in table 5.

Ra = 13.8mQ La = 0.239mH
Rf = 39.9m0 Lf = 29mH

Table 5 Resistance and inductance values.

The calculation of the mechanical parameters will be given in the next

paragraph.

The ATP-EMTP uses generalised machine theory to model electrical motors.

This is described in chapter 2. It is also possible to simulate motors in terms
of their transfer function using TACS or MODELS.

38
4.2 The mechanical system.

It is possible to simulate mechanical systems in the ATP-EMTP by simulating

the electrical analogue of the mechanical system. The mechanical system
can be coupled to the axle of the motor. The electro-mechanical equivalents
are given in chapter 2

Four class 11E locomotives are used to haul a load of 20 800 tons from
Ermelo to Richards Bay. The locomotive is designed to be able to negotiate
maximum gradient with maximum load at a speed of 34km/h. It is also able to
pull away from standstill on maximum gradient and accelerate up to 34km/h
with maximum load within 5 minutes (300 seconds). A representation of this
mechanical system is shown in figure 12.

Figure 12 Mechanical system representation.

There are three main forces working against tractive effort force, FTE. These
are the gravitational forces caused by the mass of the locomotives, m, and
the load, M, the rolling resistance, Fr, and the acceleration force, Fa.

A simplified electrical analogue of the electrical system is shown in figure 13

Figure 13 Electrical analogue for mechanical system.

The total torque per motor, T , at the motor axle opposing the electromagnetic
torque of the motor, Tem , is dependent on the gross load of the train, M, the
mass of a locomotive, m, the gradient, G, the gravitational force, g, the gear
ratio, Ak, the wheel diameter, d, and the rolling resistance normally taken as

39
 12N/ton in this type of application. Thus the total torque per motor is given by
(remembering that there are a total of 24 motors)

N T„,
T= '
24

N 1' 1 (F + F )
' 2 a r (14)
24
d 12 1
2 4[(M+ x in)gG + (M +4 x
Arc -
m) 1000
=
24

The total inertia per motor, including the effect of the load on the axle, can be
calculated from

N4 (M 4 xmk—
d
2 ) 2 + Jw i
J=
24 (15)
AT,[ (M + 4 x 44) 2 ± —1 ni kr 2 „ + 2 x (-11nwheelrw2heel
2 2 2
= 24

where —axle
m —wheel are the mass of the axle and wheel respectively, and
and m
raxie and rwheel are the radius of the axle and wheel respectively.

4.3 The Control System.

The control can be implemented in ATP-EMTP by using MODELS or TAGS.

MODELS is used in this simulation. A basic control diagram is shown in figure
14.
Motor with
Power Mechanica
Suppl Load

Driver
Demand
Referance
Control
Power
Convertor
E
Figure 14 Basic control diagram.
This control system can be broken up in three sections, as shown in the
tractive effort curve for the class 11E locomotive for notch 14 operation
(figure 15). These are the armature current limit, armature control and field
control.

40
 TE A

Field Control
——

25km/h 34km/h
Armature Speed
Current Constant Power
Limited

Figure 15 Tractive effort curve for the class 11E

locomotive for notch 14 operation.

During the armature current limit, the control system controls the armature
current to a fixed reference armature current dependent on the driver demand
and speed of the locomotive. When the class 11E locomotive reaches 25km/h
the armature control and field control regions are entered and the control
system controls the locomotive so that a constant output power is obtained.
Between 25km/h and 34km/h the armature voltage is controlled to obtain a
constant power output. Above 34km/h the motor field is controlled to obtain a
constant power output. The control subroutine differentiates between these
by using speed and armature voltage as feedback signals.

41
 Chapter 4

Practical Application and future work.

1 Introduction.

In this chapter typical simulation results are shown This is focused on

different components used on rectifier controlled locomotives. These models
could easily be extended to include the transmission line, to study current
distortion, electromagnetic compatibility and other related problems.
Futhermore there is a large scope for the development of an accurate class
11E transformer model, to be able to get a solution for the class 11E
locomotive failures. In this respect much more measurements have to be
done.

2 Thyristor controlled locomotive.

2.1 Typical results.

Figure 1 shows the secondary voltage of the transformer and the output
voltage of the rectifier bridges. The first rectifier bridge is fully advanced while
the second bridge is busy advancing.

2000
1500
1000
57
a) 500
3' 0
0
>
-500
-1000
0.19 0.21 0.23 0.25 0.27 0.29 0.31
Time (ms)

Secondary Voltage Rectified Voltage

Figure 1 Transformer secondary voltage and rectifier

output voltage.

The input line current waveform is shown in figure 2. The thyristors were
systematically advanced from the minimum conduction angle to the maximum
conduction angle.

42
 300
200 (1

Line Cu rre nt (A)

100
0
-100
-200
-300
t
0 01 0.2 0.3 0.4
Time (ms)

Figure 2 Input line current.

The armature currents for all three motors are given in figure 3.

1400
1200
Armatu re Currents

1000
800
600
400
200
0
0.05 0.1 0.15 0.2
Time

Figure 3 Armature currents.

The different values for the resistances and inductances for each motor are
shown in table 1.

R L

Motor a 42m0 4.73mH

Motor b 46mg 4.13mH

Motor c 38mQ 4.93mH

Table 1 Motor parameters

These values include the resistance and inductance of the smoothing choke
and armature winding for each motor.

43
The reason for using a double bridge rectifier is to achieve a better power
factor when the locomotive is accelerating [18]. This can be seen in figure 4
where the power factor is above 90% when the first bridge is fully advanced.
When the second bridge then starts to advance the power factor comes down
again, but then increases until both rectifiers are fully advanced. Figure 4 also
gives a comparison between a working and non-working power factor
correction (PFC) circuit.

1
1
Power Factor

09

08 i' l \
-- -

07 _/
----/
--
f
0.6
200 400 600 800
Motor voltage (V)

I PFC w orking _ _ _ _ PFC not w orkingi

I

Figure 4 Comparison between working and

non-working PFC circuit.

Power factor calculations was digitally implemented in MODELS by using the

following formulas. The real power, P, was calculated using

N
Iv(n) x i(n)
P = "= 1 (1)
N

The apparent power, S, was calculated using

S=V . X /R4,6

N N
1 i2 (n)
I
n=1
V2(n)
N x 1 n=1 (2)
=\ N

where v(n) and i(n) are instantaneous value of voltage and current
respectively sampled at t = n and N is the total number of samples in one
period.

44
 Thus the power factor, PF, is given as:

P
PF = (3)
S

The implementation of this calculation in MODELS is given in appendix B.

2.2 Power factor correction circuits.

The class 9E locomotive has been in service since 1978. It still employs
passive power factor correction (PFC) and harmonic filtering components.
The question has been raised whether these passive components should not
be replaced by actively controlled PFC and harmonic filtering components
similar to that used on the class 11E locomotive. The 9E locomotive traction
system is a stand alone system which is not interlinked to any other networks,
which makes it ideal to do simulations.

On the class 7E3 locomotives the PFC circuits trip regularly. In some cases
the trip action does not operate quickly enough and wires are burnt. The
decision was therefore made to disable all the PFC circuits on the class 7E3
locomotives until this problem is solved. The effect of doing modifications on
these circuits must be studied.

3 Motor simulation results.

The total torque per motor, T, at the motor axle opposing the electromagnetic
torque of the motor, Tem , for maximum load, i.e. M= 20800 ton and a high
gradient of 1 in 180 can be calculated from equation 7 of chapter 3, given that
1
the gear ratio, tvc, is , the wheel diameter is taken as 1.2m and the
4.438
mass, m, of one 11E locomotives is 168 ton. Therefore

N —d[(M -F4xm)gG+(M+4xm) 12 1
c 2 1000
T=
24
1 1 .2 [
(20800 + 4 x 168)0 03)(9.8)( 1 ) + (20800 + 4 x 168)(101 12
4.4 38 2 18 0 10 00
=
24
= 8036Nm

45
The total inertia, J, can be calculated from equation 8 of chapter 3. This value
can be simplified because J,,„ is very small compared to the inertia caused by
the gross load and mass of the locomotives. Thus

AT,2 [01+4x 442 1

)2
J = 24
0.2)2]
[(20800 ± 4 x 168)003
(4.4138) 2 2)
24
=16350kgm 2

Figure 5 shows the speed, armature voltage, armature current and field current
obtained from the simulation using the above calculated mechanical parameters.

50 1000
40 800
Armatu re Vo ltag e (V)

'-d
c- 30
.17 600
20
CD
CD 400
c
co
. 10
200
0
-10 0 .
0 100 200 300 400 500 0 100 200 300 400 500
Time (s) Time (s)

(a) (b)

1200 330
:7-1 1000 320
800
L- •-• 310
soo
300
400 U
15 290
E 200
u-
0 280
100 200 300 400 500 0 100 200 300 400 500
Time (s) Time (s)

(c) (d)

Figure 5 11E Traction motor curves (Maximum Load and 1/180

gradient).

46
As can be seen, base speed of 34km/h was reached at 270s (four minutes
and 30 seconds).

For a maximum load and level gradient, where G becomes 0, T=1450 Nm and
J=16 350 kgm2 and the results obtained are shown in figure 6.

70 1000
60
800

Armatu re Voltage (V)

2' 50
40 600
_Ne
3
30
-o
400
w 20
o
ct.
co 10 i 200
0 i
-10 I 0 /
0 100 200 300 400 0 100 200 300 400
Time (s) Time (s)

(a) (b)

1200 350
:is 1000 300
4.,
C 7-
z 250
0 800
C. 200
= 43)
0 600
:-.. 150
=
EL2 400
= 0 100
4-
E 200 .2 50
:i 0 0
0 100 200 300 400 0 100 200 300 400
Time (s) Time (s)

(c) (d)

Figure 6 11E Traction motor curves (Maximum load and zero gradient)

Figure 7 gives the comparison of the tractive effort curve for the class 11E
locomotive, compared to the simulation results for notch 14 operation.

47
 600000

500000
r
400000 1

Z
— 300000
W
1—
200000

100000

0 20 40 60 80

Speed (km/h)

11ETECurve Simulated Data 1

Figure 7 Comparison of tractive effort curve of the class 11E

locomotive with the simulated tractive effort curve. (Notch 14)

This tractive effort curve is for notch 14 operation but can easily be obtained
for any notch.

4 High frequency transformer modelling

In chapter 3 it was said that there are two broad trends when studying the
high frequency behaviour of transformers. The first of these were modelling
based on measurement. In this respect only limited measurements have been
done so far. More measurements must still be done. It is however difficult to
do measurements due to the fact that the transformers can not be taken out
of service for long periods of time and normally has to stay in the locomotive.
Therefore the second method for the studying the high frequency behaviour
of transformers might be a better approach. This method involve detailed
internal winding models.

The simulated results obtained from the model as described in chapter 3 will
now be shown. Figure 8 gives the real and imaginary part of the transfer
function.

48
 Simulated Transfer Function
3
2
1
0
-1
-2
-3
0 50000 100000 150000 200000 250000
f (Hz)

Real part transfer _ _ _ _ Imaginary part transfer

Figure 8 Simulated results

This compares well to the measured result obtained as shown in figure 9.

Measured Transfer Function

3
a N
2
1 I
fi— fx _
0
-1
-2
-3
0 50 100 150 200 250
f (kHz)

Real part transfer _ _ _ _ Imaginary part transfer

Figure 9 Measured results

The response of the class 11E transformer to a surge impulse is shown in

figure 10. Also shown in the same figure is the response of the transformer
model to the same impulse.

49
 30.00
25.00 A
20.00
15.00
10.00
5.00
0.00
-5.00
-10.00
-15.00
0.00E+00 2.00E-05 4.00E-05 6.00E-05 8.00E-05 1.00E-04
Time (s)
Vout(Measured) _ _ _ _ Vout (Simulated)

Figure 10 Measure and simulated response

As can be seen, the higher order frequency components are not present.

The failure on the transformer occur when the VCB switching takes place. To
be able to accurately model the transient conditions when switching takes
place the effect of the cable on the roof of the class 11E locomotive, and the
effect of the transmission line must also be included in the model. Futhermore
the model should be extended to include the modelling of the short circuit
impedance and also the higher order resonant frequencies.

5 Other proposed models

The original equipment manufacturer (OEM) presented a transformer model

which only takes into account the capacitive coupling of the windings. They
do however include the cable before and after the vacuum circuit breaker
(VCB) (figure 11)

Transmission line

< Cable > Cable ,

Transformer
0 0
VCB
I— — Transforme
Casing

Figure 11 System to be analysed

The model for this system is shown in figure 12. The transmission line and

50
 cable are simulated as a Tr-model in ATP-EMTP. (Appendix B)

Transmission: Primary C2
Cable Cable Side
Line Secondary
Side
VCB

Rrr

TT I
Earth Return
Wire
IIME T
T3
Ti

Figure 12 Simplified model of the system

The parameters used are given in table 2.

Supply: 25kV, 50Hz Transformer Stray C1 = 2.49nF

Transmission line: L = 856µH/km Capacitance: C2 = 6.81nF
C = 20nF/km C3 = 1.14nF
R = 10Q/km Return wire's: R = 1S2
Cable: L = 0.5mH/km L = 51.1F1
C = 300nF/km Proposed Inductor: L = 120[1H
R = 100Q/km R = 10m52 (at 20°C)
VCB: R = 1MS2(open); R = 1mQ(close)

Table 2
Results obtained when the supply voltage is 25kV and then closing the VCB
at 15Ons are given in figure 13 and figure 14.

[k
40
400
30

20 200

10

0 0

-10
-200
-20

-30 -400

-40
100 200 300 400 t [ns) 0 100 200 300 400 t [ns]

Figure 13 Primary and secondary voltage Figure 14 Current through stray capacitor(C 2)

The OEM proposed that an inductor should be put in series with the VCB to
bring down the initial high voltage spike. This model should however be
verified first before the influence of the inductor can be studied.

51
6 Learning Tool

Measurements are expensive and take time. Simulation is an excellent

learning tool to be able to understand different components on a locomotive.
The ATP-EMTP is especially flexible when simulating control systems. It
could also be used to simulate future locomotives or critical components
thereof to see what it's influence would be on the traction system.

7 Electromagnetic compatibility

Although no electromagnetic compatibility problems on the signal systems

are experienced on thyristor controlled locomotives, this is still an important
issue, because of safety considerations. Simulation software can be used to
see whether dangerous situations can arise if certain components on a
locomotive fail.

52
 References

Marshall J.; The Guinness Railway Fact Book, Middlesex: Guinness

Publishing Ltd., 1994.

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.

Profillidis V.A.; Railway Engineering, Aldershot: Avebury Technical, 1995.

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
ASEA Electric South Africa Limited Serial No. 28137
CUSTOMER
GM VIA ASEA SWEDEN Customer Asea Other'
FOR SATS L2832 1000-326 W569727
Single-phase 1 50 cycles Type TMZ 21 Vector symbol Single Phase
Terminals MVA kV A Conn. Insul. Class
U- V 6,125 25,0 245,0 Single 170kV
ul-V1.u2-v2.u3-
v3.u4-v4 5,624 4 x 0,606 4 x 2320 Single
u5-o5-v5 0 116 2 x 0 055 10 50 Single
u6 -v6 0,385 0,963 400 Sinale
RESISTANCE Winding
PER phase HV UV:0,697550
at 22,0 °C LV ul-v1:0,0017717 u2-v2:0,0017477 u3-v3:0 0017647 u4-v4:0,0017287
u5-v5:0,0012257 u5-o5:0,0007098 o5-v5:0,0006788 u6-v6:0,0101330
NO-LOAD LOSS kV A KW Hz VALUES at 115°C
and currents, 17,5 0,09 0,88 50 Meas. Guar .
supplied to 20,C 0,17 1,28 50
terminals 22,5 0,28 1,64 50
U-V 25,0 0,51 2,28 50 kW 2,28 2,90
25,0 kV 26,25 0,71 2,76 50
27,5 1,03 3,52 50
LOAD LOSS
and impedance
at 22,0 ° C
CONNECTION
25,0/4x0,606kv 2,98 UV/u1v1-u2v2- I 225 97,06 50 kW 117,1 124,0
too pos. - u3v3-u4v4 Z% 11,92 12,5
25,0/0,606 kV 6,21 UV/ulvl 56,25 34,69 50 kW 32,84
tap pos. - Z% 24,83
25,0/0,606 kV 2,42 UV/u2v2 56,25 17,39 50 kW 20,06
top pos. - 9,68

25,0/0,606 kV 2,42 UV/U 3V 3 56,25 17,81 50 kW 20,42

tap pos. - Z% 9,69
25,0/0,606 kV 6,55 UV/u4v4 56,25 30,47 50 kW 29,60
tap pos. _ Z% 26,19
25,0/2x0,055kV 1,11 UV/u5v5 4,64 1,61 50 kW 2,04
tap pos. - Z% 4,45
25,0/0,963. kV 0,83 uV/u6v6 15,4 2,28 50 kW 2,79
tap Z% 3,33
INDUCED Hz Sec kV
Alternating Terminals
Voltage UV 225 27 70

_liy_ti:LatherwindingsjancLegarib UV 50 60 2,5
APPLI ED LV to other windings and earth ulvl/u2v2/u3v3/ 50 60
LV to other windings and earth u4v4;u5v5/u6v6 50 60
Voltage UV/ulvl: 25000/ 605,2 UV/u4v4: 25000/605,6 UV/05v5: 25000A5,1
RATIO UV/u2v2: 25000 /605,6 UV/u5v5: 25000/ 110,1 UV/t6 v 6: 25000/ 963 , 4
at no lead UV/u3v3: 25000/ 605,6 UV/u5o 5 : 25000/55,1
INSULATION HV-LV 5500 Megohms P61-P62 to L4A-LL4F 22000 Megohi
RESISTANCE HV-Earth 10000 Megohms P61-P62 to earth 22000 Megohi
at 22,0 CC I,V-Ear+'h 9000 Megohms L4A-LI4F to earth 17000 Megol-
Transformer Test Report Serial No. 28137 Page 2
)ielectric Voltage to Bridge to Tan Delta% Cap2L_______
sower factor HV&LV Tank 0.2856 3451
.t 2kV HV LV&Tank 0,2925 6328
50 cycles
LV HV&Tank 0,3115 8045
it 22,0°C

:ooler losses Volts Al A2 A3 Meas KW

Eor 2 fans 380 28,2 28,4 28,8 12,8
a nd 1 pump
Measured on transformer serial no 28134.

heatrun See attached summary report and heatrun report on Reactor 28134
Transformer 28150

Vacuum test No Permanent deflection.

TEMP. RISE Measured on this transformer Top oil, by thermometer
o
at rated kVA Derived from test on transformer HV winding by resistance (
o
tap pos. Serial No. LV winding by resistance
_APPLIED Between cnro, clamps, legstraps,
yokestraps and all other components On oil sample in accordance with BS 148
voltage
on the completed core assembly 40kV for 60 sec.
2,5kV for 60sec Dn external wiring.
Oil Leakage 35 kPa applied in addition to normal head of oil on
test completed transformer for a period of 24 hours.
This transformer was tested in accordance with IEC 310.
Pretoria •
•

W DONK.
Transformer Testing Department
 E.77, TEST REPORT WO No: 569727
Serial No: 28137
Page 3
DATA AND PERFORMED ROUTINE TESTS REACTOR

DATA

Terminals L4A-LL4A, L4B-LL4B, L4C-LL4C

Rated power MVA

Rated voltage kV

Rated current A 815 815 815

Connection (T)

Insulation class 4,2 4,2 4,2

Induction mH

Rated frequency Hz

Phasor relation (T)

Type of cooling ODAF

Cooling equipment BAHCO

Connection diagram 4640 043-369

Tap changer type

Serial No

PERFORMED ROUTINE TESTS

A Check of phasor relation (T)

Winding resistance, voltage ratio (T), inductance (R) and losses

Check of ratio connection for current transformers when applicable

Check of gas relay, control cubicle, thermometers and other fixed accessories

Small wiring 50 Hz, 1 min, 2kV

kV
Terminals 50 Hz, 60 s
L4ALL4A/L4BLL4B 5/5
B Alternating voltage, separate source, L4CLL4C 5
kV
Terminals. Hz, 60 s

C Induced Alternating voltage,

(R) = Reactors only

(r) = Transformers only

 TEST REPORT WO No: 569727
Serial No: 28137
Page 4
DATA AND PERFORMED ROUTINE TESTS REACTOR

DATA

Terminals L4D-LL4D, 'L4E-LL4E, L4F-LL4F, P6.1-P6.2

Rated power MVA

Rated voltage kV

Rated current A 815 815 815 400

Connection (T)

Insulation class 4,2 4,2 4,2 10,0

Induction mH

Rated frequency Hz

Phasor relation (T)

Type of cooling ODAF

Cooling equipment BAHCO

Connection diagram 4640 043-369

Tap changer type

Serial No

PERFORMED ROUTINE TESTS

A Check of phasor relation (T)

Winding resistance, voltage ratio (T), inductance (R) and losses

Check of ratio connection for current transformers when applicable

Check of gas relay, control cubicle, thermometers and other fixed accessories

Small wiring 50 Hz, 1 min, 2kV

kV
Terminals • 50 Hz, 60 s
L4DLL4D/L4WLL4E 5/5
Alternating voltage, separate source, L4FLL4F/P6.1P6.2 5/5
kV
Terminals. Hz, 60 s

C Induced Alternating voltage,

(R) = Reactors only

(T) = Transformers only

ansformer Test Report Serial No. 28137 Page 5
:sistance L4A-LL4A: 0,011826 L4B-LL4B: 0,011751 L4C-LL4C: 0,011841
:r phase L4D-LL4D: 0,011758 L4E-LL4E: 0,011781 L4F-LL4F: 0,011807
22,0 ° C P61-P62 : 0,034934

Inductance at 50 cycles
)nnection Volts ohm mH A Hz Terminal
1A-LL4F 775 7,75 24,69 100 50 L4A-LL4F
trie
1165 7,77 24,73 150 50 L4A-LL4F
mnected
1556 7,78 24,76 200 50 L4A-LL4F

mnection Volts ohm mH A mH Guar Hz Terminal

1A-LL4A 250 1,25 3,98 200 4,2 50 L4A-LL4A
1B-LL4B 251 1,255 3,99 200 4,2 50 L43-LL4B
1C-LL4C 250,5 1,255 3,99 200 4,2 50 L4C-LL4C
1D-LL4D 251 1,255 3,99 200 4,2 50 L4D-LL4D
1E-LL4E 251 1,255 3,99 200 4,2 50 L4E-LL4E
1F-LL4F 251 1,255 3,99 200 4,2 50 L4F-LL4F
)nnection 325 3,25 10,34 100 10,0 50 P61-P62
5.1-P6.2 486 3,24 10,31 150 10,0 50 P61-P62
650 3,25 10,34 200 10,0 50 P61-P62

TEMP. RISE Measured on this transformer Top oil, by thermometer

o
it rated kVA Derived from test on transformer HV winding by resistance C
. o
tap Dos. Serial No. LV winding by resistance C
APPUED Between cora., clamps, legstraps,
yokestraps and all other components On oil sample in accordance with BS 148
voltage
on the completed core assembly 40kV for 60 sec. .
,5kV for 60sec On external wiring.
ill Leakage 35 kPa applied in addition to normal head of oil on
:est completed transformer for a period of 24 hours.
_
This transformer was tested in accordance with IEC 310.

Transformer Testing Department

A SEA TEST REPORT FOR
Pretoria HEATRUN

Customer Customer's Reference A SEA reference

L2832 1000-326 W265024

SOUTH AFRICAN RAILWAYS Representative's reference Serial number

Reactor 28134
Transformer 28150
SUMMARY OF HEATRUN TEST CONDUCTED ON THIS TRANSFORMER

Heatrun test on transformer and reactor

Measured Guaranteed

Losses fed continuosly

Transformer kW 158,08
Reactor kW 84,30
Total kW 242,38

Temperature rise top oil °C 60,6 65,0

" mean oil at total losses °C 57,8
(mean oil calculated as top oil minus half
the temperature drop in the oil cooler)
Temperature rise mean oil transf at
rated current °C 49,9
Temperature rise mean oil reactor °C 52,1
Temperature rise winding U-v 269,3 Amps °C 63,4 75,0
Ul-v1 2320A °C 66,1 75,0
u2-v2 2320A °C 69,3 . 75,0
u3-v3 2320A °C 69,1 75,0
tI
u4-v4 2320A °C 70,2 75,0
u6 -v6 400A °C 58,3 75,0
u5-v5 1050A °C 63,4 75,Q
L4A-LL4A 889A °C 63,3 75,0
It
L413 -LL4B 889A °C 63,3 75,0
L4C-LL4C 889A °C 63,8 75,0
L4D -LL4D 889A . °C 61,8 75,0
11 n L4E-LL4E 889A °C 61,7 75,0
L4F-LL4F 889A °C 60,5 75,0
It t
P6.1-P6.2 445A °C 59,8 75,0
ch
E
0

Transformer Testing Deportment

ASEA

TEST CERTIFICATE

(Routine test).

Designation : TRACTION MOTOR

Manufacturing No: 7290 725 .1

Type: LJM 540-1

Standard: I.E.C. No. 349 (1971)

Characteristies:

Continuous rating 650 kW

Nominal voltage 860 V

Current 815 A

Continuous speed 655-1450 rpm

Separate excitation 326 A

Insulation class

Forced cooling 1.8, m/s

Speed max. 1800 rpm

Type of brushes SG 282, art no 4391 9889 - 007

Date of test : 851102

. ! •. -7 I
e
'd
Certified by : —

ASEA A8
DC and Large AC Machine Subdivision
Design Office for Large DC and
Traction Machines
 AS EA Provningsprotokoll t. 2832.1000 - 0.
For Test Sheet
Customer GM Type LIM 540-1 No. 7290 725-
• ,... 815 655714507 1E100
Arm . 860 v, A
Exc. V. A 650 kW
U„ I,. If n Direction
Exc. V A A r.p.m. of
_ ,-- N..
N.. N.. No. rotation
% LC- /0 k.C-. /0 k.C-. q k.c / -

Speed characteristic test, • Ten first mo

86tp., 9/5 w say
86 8/,
Cl . 42 . 2.2.
86,0 aoI . sy, .8/.5 4 IV 0/,6 /0,5
86,p 860 8/,. 8/S 89,.0 7/2 litS .
.'Y\
860 sco 65,- 6,3'5' 7-1. 1,1 ..f7/ /
gs-. 5 109,o /0,90‘joil,ti 2/4 iigo
86,U 860 .84. 8/5. (dA 24.6 655
86,p. 860 8/„S. BIS Wylz 99,5!. /03
86ck 860 8 /„S BIS 8 s. 6 644: /1450
sso gs: 65.5 69, 3 5.52! 11goo
.

c.v 7

65;C /03, /cZ.9 ft,y .32.S 4eg0

•
•
Commutation teat Commutation
entering leaving
.. • -
edge edge
Y
86,o imo 8(, .(gis 8oel 321,6 655 000 0 C-N
94,.,f .945 9/, 8/55d. seg /450 0 00 0 c 63a
64'5. 4.5.5- go.9 64,2 /Bei 2 I00 •
45,5 /0,9,o 0304,y. 32/4 480 0 000 If'\ .
?..t
84Q.860 BO 8/5 81.4- 325:6 655 1 I oo cm\
.9 $4.6 8/, 8/51: sir 78,8 /4,5o 00 oo -""N
.........., 945 ...,
$45 ......... 63 ...• ••• 4;-79.3 634
6,1*S f• •
/800‘ ,. ii .
220 0 C---N
Afolza 3254 .1- 46'0 1 2 0 o tm■

Over speed. test, 2250 r.p.m. for 2 min. IBC 349 c1.36

.
High potential teat: Field. wdg. 22,0 T for 1 min. __ 349 c1.4'
RPmat 1 rk 4 rg wdg..VQ. F.0 . . V for 1 min.

Roundness of the commutator 0,62' mm. Max. TI - 0,07 mm.

•
... --
X
0 Impedance measurement with 50 'Hz.
0
V.
Volta Ampe Impedance
V.
Stator temp. 231 0C c- / c. 0,2.5- ohm
0
Armature wdg. /..56 / .56 83,5 20275 0 0 74, 73 X
IS Comp. + comm. wdg.
p.
3,// 3 // 79_ F /9, 4125 0, 45608
c= 2
CI Field wdg. 0 1(240 S6,3 Q0.08 TOG

.. . . . .. . . • • • ..... •

C
Proved 161.1YC d•n 83-//-0a
. .. 9
-•
 ASEA MOTOR/ Provningsprotokoll I. 2832..1000- 034,
F8r Test Sheet
Customer GM Temp. rise test 60 min. Type WM 540-1 No. 7290 -72g

Arm. • 66.Q. V, 815 A .. 655.n-1450-1800

Exc. V, . A . 650 kW Cl El IEC .349
IIm Im Uf If - El ( D +C) u Freak, - Air _Ai -
Tideunkt -
: - - ..... • i...nl;. t.---011±3
Haws • . NO. • . No. No. — A No. N. A . .
Hi 41 k,C—/0 k.C..• /0 k.C-.c., 2 • k • C— / .1.C.... G/ k.C.-• 0C

o 86,0 0 86,518.,q0 8,.2 j....3.,6. i. ,91S" .324a 7/8 /t.34 658

...... !..r ... .3.4).,....... 86,$ '.... ... . 78, 7S!, 4i74. .... ..... ......... 98 /-5:5- 35:o 29,3 6.8
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Appendix B
11E Rectifier
 Main data case

BEGIN NEW DATA CASE

C ******** ******** ****************** ***** *** *********** ** ********************
C * MAIN PROGRAM OF AC LOKO SIMULATION
C
$PREFIX, C:\ATP\11\
C $SUFFIX, .ATP
C
C
C SIMULASIE-TYD
C
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 , $$
C DIORES, THYRES, DIOCAP, THYCAP
$1NCLUDE,RECT.PCH, ACPB1R, ACNB1R, ACPB2R, ACNB2R, B1P , B2N , $$
C B1THY1, B1THY2, B2THY1, B2THY2, $$
C B1D1 , B1D2 , B2D1 , B2D2 , $$
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 **** ***** ***************************
$INCLUDE, VCB.ATP
C* ****** * ******* ******** ********* ****
C
C
C
/BRANCH
C <NDE1><NDE2><NDE3><NDE4>< R >< L >< C > ?
C ** Coupling transformer with rectifier ***
ACPB1_ACPB1R 1.E-6 1
ACNB1_ACNB1R 1.E-6
ACPB2_ACPB2R 1.E-6 1
ACNB2ACNB2R 1.E-6
C
C ** Coupling rectifier with motor and reactor **
B1P B1PD 1.E-6 3
B2N B2NR 1.E-6
C B1P B2N 1.042 0.73 3
C
C ********* Equevalent motor circuit
C
B1PD1_IND1 4.73
IND1 EA1 0.042 3
B1PD2_IND2 4.13
IND2 EA2 0.046 3
B1PD3_IND3 4.93
IND3 EA3 0.038 3
/SOURCE
60EA1
18B2NR_ 1
60EA2
18B2NR 1
60EA3
18B2NR 1
C
/BRANCH
B1PD B1PDR1 1.E-6
B1PD B1PDR2 1.E-6
B1PD B1PDR3 1.E-6
B1PDR1B1PD1_ 1.E+6
B1PDR2B1PD2_ 1.E+6
B1PDR3B1PD3_ 1.E+6
C
/SWITCH
11B1PDR1B1PD1_ 0.0 0.000 3
11B1PDR2B1PD2_ 0.0 0.000 3
11B1PDR3B1PD3_ 0.0 0.000 3
C
/BRANCH
C Ear thi ng * ***** * ****** *********
PANTO_ 1.E+6
SINC 1.E+6
B2NR_ 1.E+5
ACPB1R 1.E+6
ACPB2R 1.E+6
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
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

ACPB1 ACPB1
 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 CLOSED D2B2
3
13ANDR2_132B1 CLOSED D1B2
3
13ANDR3_B2B1 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 ********************* ***** ***** ***** ******* ***************
C
INPUT SING_ (V(SINC )), PANTO_ (V(PANTO_))
INPUT M1PB1_ (V(M1PB1_)), M1NB2_ {V(M1NB2_)}
INPUT ACPB1_ {V(ACPB1_)}, ACNB1_ {V(ACNB1_)}
INPUT ACPB2_ (V(ACPB2_)), ACNB2_ (V(ACNB2_))
INPUT B1PD (V(B1PD )), B2NR (V(B2NR ))
INPUT I_MEAS {I(I_MEAS)}
C
OUTPUT B1THY1, B1THY2, B2THY1, B2THY2
OUTPUT SIDI , B1D2 , B2D1 , B2D2
OUTPUT EA1 , EA2 , EA3
_
C
C *** VCB
OUTPUT VCB_C_
C
MODEL REFERENCE_CALC
INPUT AC_COS_PASS, SUPPLY_PASS
INPUT AC1P, AC1N
INPUT AC2P, AC2N
INPUT DCP, DCN
C *** VCB
OUTPUT VCB_M
C
OUTPUT EA1, EA2, EA3
OUTPUT B1TH1_P_PASS, B1TH2_P_PASS
OUTPUT B2TH1_P_PASS, B2TH2_P_PASS
OUTPUT B1D1C_PASS , B1D2C_PASS
OUTPUT B2D1C_PASS , B2D2C_PASS
C
C **** ****** ******** VARIABLES ****** ***** ***** ***** *
VAR REF_Bl, REF_B2
C *** VCB
VAR VCB_M
C
VAR B1TH1_P_PASS, B1TH2_P_PASS, B2TH1_P_PASS, B2TH2_P_PASS
VAR B1D1C_PASS , B1D2C_PASS , B2D1C_PASS , B2D2C_PASS
C
VAR EA1, EA2, EA3
VAR AC1, AC2, DC .
C INITIAL CONDITIONS
INIT
REF_B1 := 1.0
REF_B2 := 1.0
DC := 0
C ** VCB
VCB_M := 1
C
ENDINIT
C
C ******** ***** Include thyristor switch control **** *******
$1NCLUDE ARMSWCH.MOD
***** ******** ***************** ***** ***** ******** **********
C
EXEC
C

C Calculation of referance values

C

C
C REF Calculations *********
C
C ** CONTROL OF BRIDGE 2 (Lower Bridge)
IF REF_B1 > -1.0 THEN
REF_B1 := REF_B1 - (4/(STOPTIME/FULLSTEP))
EA1 := (-1*REF_B1 + 1)*215
EA2 := (-1*REF_B1 + 1)*215
EA3 := (-1*REF_B1 + 1)*215
ELSE
REF_B1 := -1.0
ENDIF
C
C ** CONTROL OF BRIDGE 1 (Upper Bridge)
IF ((REF_B1 = -1.0) AND (REF_B2 > -1.0)) THEN
REF_B2 := REF_B2 - (4/(STOPTIME/FULLSTEP))
EA1 := (-1*REF_B2 + 3)*215
EA2 := (-1*REF_B2 + 3)*215
EA3 := (-1*REF_B2 + 3)*215
IF REF_B2 < -1.0 THEN
REF_B2 := -1.0
ENDIF
ENDIF
C
C EA1 := 0
C EA2 := 0
C EA3 := 0
C
C REF_B1 := -1.0
C REF_B2 := 0.0
C
AC1 := AC1P - AC1N
AC2 := AC2P - AC2N
DC := DCP - DCN
C ** VCB
IF T > 1.50 THEN
VCB_M := -1
ENDIF
C
C USE Armature Switch Control
USE ARM_SWITCH_CONTROL AS ARM_SWCH
INPUT REFB1 := REF_B1 , REFB2 := REF_B2
INPUT AC_COS := AC_COS_PASS, SUPPLY := SUPPLY_PASS
OUTPUT B1TH1_P_PASS := B1TH1_P, B1TH2_P_PASS := B1TH2_P
OUTPUT B2TH1_P_PASS := B2TH1_P, B2TH2_P_PASS := B2TH2_P
OUTPUT B1D1C_PASS := B1D1C , B1D2C_PASS := B1D2C
OUTPUT B2D1C_PASS := B2D1C , B2D2C_PASS := B2D2C
ENDUSE
C ****** * ***** ** ********* ***** ******** * ***** ***********
C
ENDEXEC
ENDMODEL REFERANCE_CALC
C
C
C
USE REFERENCE_CALC AS REF_CALC
C *** VCB
 OUTPUT VCBC := VCB_M
C
INPUT AC_COS_PASS := SINC__, SUPPLY_PASS := PANTO_
INPUT AC1P := ACPB1_, AC1N : = ACNB1_
INPUT AC2P := ACPB2_, AC2N : = ACNB2_
INPUT DCP := B1PD_, DCN : = B2NR__
OUTPUT B1THY1 := B1TH1_P_PASS , B1THY2 := B1TH2_P_PASS
OUTPUT B2THY1 := B2TH1_P_PASS , B2THY2 := B2TH2_P_PASS
OUTPUT B1D1__ := B1D1C_PASS , B1D2__ := B1D2C_PASS
OUTPUT B2D1__ := B2D1C_PASS , B2D2_ := B2D2C_PASS
OUTPUT EA1 := EA1, EA2 EA2, EA3 EA3
C
ENDUSE
C
C
C
USE POWER_F AS PFACT
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
C
OUTPUT B1TH1_P, B1TH2_P, B2TH1_P, B2TH2_P
OUTPUT B1D1C, B1D2C, B2D1C, B2D2C
C
CONST DELAY {VAL: 0.5E-3}
HISTORY B1TH_1 {DFLT: 0), B1TH_2 {DFLT: 0)
HISTORY B2TH_1 {DFLT: 0), B2TH_2 {DFLT: 0)
C
C VARIABLES
C
VAR B1TH_1, B1TH_2, B2TH_1, B2TH_2
VAR B1TH1_P, B1TH2_P, B2TH1_P, B2TH2_P
VAR PAST11, PAST12, PAST21, PAST22
VAR B1D1C, B1D2C
VAR B2D1C, B2D2C
C
C ** ****** ****** INITIAL CONDITIONS ***** ********* ***
INIT
C REFB1 := 1.0
C REFB2 := 1.0
C
B1TH_1 := 0
B1TH_2 := 0
B2TH_1 := 0
B2TH_2 := 0
C
PAST11 := 0
PAST12 := 0
PAST21 := 0
PAST22 := 0
C
B1TH1_P := 0
B1TH2_P := 0
B2TH1_P := 0
B2TH2_P := 0
C
ENDINIT
C
EXEC
C **** Switching of the upper bridge (bridge 1) thyristors ****
IF (SUPPLY > 0) THEN
B1TH_2 := 0
IF (REFB1 < AC_COS) THEN
B1TH_1 := 1
ELSE
B1TH_1 := 0
ENDIF
ELSE
B1TH_1 := 0
IF ((REFB1*(-1)) > AC_COS) THEN
B1TH_2 := 1
ELSE
B1TH_2 := 0
ENDIF
ENDIF
C
C **** Generating thyristor pulses ***
IF B1TH_1 = 1 THEN
PAST11 := PASTVAL(B1TH 1,T - DELAY,O)
 B1TH1_P := (NOT PAST11 AND B1TH_1)
ENDIF
IF B1TH_2 = 1 THEN
PAST12 := PASTVAL(B1TH_2,T - DELAY,O)
B1TH2_P := (NOT PAST12 AND B1TH_2)
ENDIF
C
C **** Control of the diode switches **
IF (B1TH_1 = 1) THEN
B1D1C := 0
ENDIF
IF (B1TH_1 = 0) THEN
B1D1C := 1
ENDIF
IF (B1TH_2 = 1) THEN
B1D2C := 0
ENDIF
IF (B1TH_2 = 0) THEN
B1D2C := 1
ENDIF
C
C **** Switching of the lower bridge (bridge 2) thyristors
IF (SUPPLY > 0) THEN
B2TH_2 := 0
IF (REFB2 < AC_COS) THEN
B2TH_1 := 1
ELSE
B2TH_1 := 0
ENDIF
ELSE
B2TH_1 := 0
IF ((REFB2*(-1)) > AC_COS) THEN
B2TH_2 := 1
ELSE
B2TH_2 := 0
ENDIF
ENDIF
C
C **** Generating thyristor pulses ***
IF B2TH_1 = 1 THEN
PAST21 := PASTVAL(B2TH_1,T - DELAY,O)
B2TH1_P := (NOT PAST21 AND B2TH_1)
ENDIF
IF B2TH_2 = 1 THEN
PAST22 := PASTVAL(B2TH_2,T - DELAY,O)
B2TH2_P := (NOT PAST22 AND B2TH_2)
ENDIF
C
C **** Control of the diode switches **
IF (B2TH 1 = 1) THEN
B2D1C := 0
ENDIF
IF (B2TH_l = 0) THEN
B2D1C := 1
ENDIF
IF (B2TH 2 = 1) THEN
B2D2C := 0
ENDIF
IF (B2TH_2 = 0) THEN
B2D2C := 1
ENDIF
C
ENDEXEC
ENDMODEL -- REFERANCECALC

Four
Thyristor
SUPPLY Control
AC COS Signals
REFB1 Four
REFB2 Diode
Control
Signals
 Transformer Library

BEGIN NEW DATA CASE NOSORT ---

DATA BASE MODULE
$ERASE
ARG PRP , PRN SCP1 , SCN1 , SCP2 , SCN2
ARG RMAG , IMAG1_ FLUX1_, FLUX2_
ARG PRIML, SEC1R_, SEC1L_, SEC2R_, SEC2L_, SECV
NUM RMAG , IMAG1_ FLUX1_, IMAG2_, FLUX2_
NUM PRIMR_, PRIML_ SEC1R_, SEC1L_, SEC2R_, SEC2L_, SECV
DUM T1
/BRANCH
C ********* ***** ******** SINGLE PHASE TRANSFORMER **************** ****** *****
C ---
C <RANSFORME>< >< I ><FLUX><BUS ><Rmag>

TRANSFORMER IMAG1_FLUX1 T1 RMAG

3

C < I >< FLUX > (current - flux pairs)

'MAGI_ FLUX1_
IMAG2_ FLUX2_
C ---
C <9999> (termination card)
9999

C <BUS1><BUS2>< >< R >< L ><VRAT>

01PRP PRN PRIMRPRIML_PRIMV_

1
02SCP1 SCN1 SEC1R_SEC1L_SECV
1
03SCP2 SCN2 SEC2RSEC2L_SECV
1
C
C ---
C DUPLICATE WINDING
C <RANSFORMER><REF >< ><BUS >

c TRANSFORMER
C <BUS1><BUS2>

C
BEGIN NEW DATA CASE
C
*** ********** ** ******** ***** ***** *********** ******** * ***** * ***** **** ****** ****
C Transformer
C

C This module represents a double winding transformer module

C
$PUNCH
BLANK card ending session
 (Values in kV)
PRIML PRIMR PRIMV : SECV SEC1R SEC1L
SCP1

PRN 0 o SCN1

SCP2
SEC2R SEC2L

o SCN2
 PFC Circuit

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
P_FACTOR := 0
PTOTAL := 0
VTOTAL := 0
ITOTAL := 0
POWER := 0
V_RMS := 0
I_RMS := 0
S_POWER := 0
ENDINIT
EXEC
PERIOD_INC := PERIOD_INC + 1
VOLT := V_IN - V_OUT
PTOTAL := PTOTAL + VOLT * I_MEASURE
VTOTAL := VTOTAL + ((VOLT) * (VOLT))
ITOTAL := ITOTAL + ((I_MEASURE) * (I_MEASURE))
RUNSTEP := (1/(50 * TIMESTEP))
IF PERIOD_INC = RUNSTEP THEN
V_RMS := SQRT(VTOTAL/PERIOD_INC)
I_RMS := SQRT(ITOTAL/PERIOD_INC)
POWER := PTOTAL/PERIOD_INC
S_POWER := V_RMS * I_RMS
P_FACTOR := (POWER)/(S_POWER)
PERIOD_INC := 1
PTOTAL := 0
VTOTAL := 0
ITOTAL := 0
ENDIF
ENDEXEC
ENDMODEL --POWER_F

V_IN
Model
V_OUT Power Factor
Calculation
!MEASURE

N N

E v(n) x i(n) E vN2 (n)x \

p= n=1

N
S= 1 n=1

P
PF = —
S
11E Motor
 Main file for motor simulation

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>
50 50 1 1 1 0 0 1 0
C
C
C
MODELS
C
$1NCLUDE CTRL_11E.ATP
C
INPUT B1PR {V(B1PR )}, B2NR _ {V(B2NR )}
INPUT B1PDR_ {V(B1PDR_)}, ME_RES {V(ME_RES)}
INPUT MEGN {V(MEGN )}
OUTPUT V_ANKR, V_VELD
C
USE CTRL_11E AS CTRL11E
INPUT B_EMFP := B1PR , B_EMFN := B2NR
INPUT I_NDE := B1PDR_, I_MEAS := ME_RES
INPUT A_SPEED := MEGN
OUTPUT V_ANKR := ARM_CTRL, V_VELD := FLD_CTRL
C
ENDUSE
RECORD
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 >
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 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 , $$
C 25.E+0, 15.8E9, -2000.
C ********* ******* ******* ***** * *****
BLANK CARD ENDING BRANCH CARDS
/SWITCH
c
BLANK CARD ENDING SWITCHES
C
C
C
/SOURCE
C ***** ***** SOURCE CARDS ** ****** ****
C <NODE>IV<--AMPL--><--FREQ-><--TIME-0-><---A1---><--TIME1 - >< - TSTART - >< - TSTOP -- >
C
60V_ANKR -1.0
60V_VELD -1.0
C
C
$DUMMY, XYZ000
C ********* ******* ******* I nc l ude mo t or modu l e ****** ***** ***** ****** *******
C ARG RECTIN, ARMIN_, ARMOUT, $$
C FLDIN_, FLDOUT, $$
C MEG , $$
C RECTR_, RECTL_, ARMR , ARML , FLDR , FLDL , LMUT , $$
C ARMINT, FLDINT, OMGINT, THEINT
$INCLUDE,MOTOR.PCH, B1PDR_, B1PR , B2NR , $$
C FLD1PR, FLD1NR, $$
C MEGN $$
C 0.0271, 4.5, 0.014, 2.4E-4, 0.055, 2.9E-4, 18.E-3, $$
C 0., -330.0, 0.0, 0.0
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

V_AN KR B1 PDR FLD 1 PR VVELD

ME_RES MOTOR AND ----.-- \/'-1--
REACTOR FLDOUT 0
B2NR
1--- —I 11
 11E Motor Control Model
MODEL CTRL_11E
INPUT B_EMFP, B_EMFN
INPUT I_NDE , I_MEAS
INPUT A_SPEED
C
OUTPUT ARM CTRL, FLD_CTRL
C
VAR ARM_CTRL, FLD_CTRL
VAR BACK_EMF, V_LOCO, ARM_CUR, POWER
VAR ARM_CONST, FLD_CONST, LIMIT, WFIELD
VAR L_ERR, L_CTRL, P_ERR, P_CTRL
HISTORY L_ERR {DFLT: 0}, L_CTRL {DFLT: 0}, P_ERR {DFLT: 0}, P_CTRL {DFLT: 0}
INIT
ARM_CTRL := 0
FLD_CTRL := 18
ARM_CUR := 0
L_CTRL := 0
P_ERR := 0
POWER := 0
WFIELD := FALSE
LIMIT := 1170
ARM_CONST := 5.0E-8
FLD_CONST := 2.5E-8
ENDINIT
EXEC
V_LOCO := 0.495 * A_SPEED
BACK EMF := B_EMFP - BEMFN
C
C *** Armature Current Limit
IF WFIELD = FALSE THEN
ARM_CUR := (I_MEAS - I_NDE)/1.E-6
IF V_LOCO <= 25 THEN
LIMIT := -3.2*V_LOCO + 1170
IF LIMIT <= 815 THEN
LIMIT := 815
ENDIF
L_ERR := LIMIT - ARM_CUR
LAPLACE(L_CTRL/L_ERR) := (-21S2 + 21S1 + 1001)/(11S1)
ARM_CTRL := ARM_CTRL + ARM_CONST * L_CTRL
ENDIF
C
C *** Armature Control (Constant Power)
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)
 ENDIF
ENDEXEC
ENDMODEL CTRL 11E

TE A

Field Control

25Icm/h 34Icm/h
Armature Speed
Current
Limited I Constant Power i

la Feedback Armature
Model
Ea Feedback • Control
11E Control
System > Field
Speed Feedback 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. da t 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) >!< Lmsd >< FLUXsd >< FLUXrd
OMGINT LMUT
C **** q-axis ****
C THETAm >< Lmuq >!< Lmsq >< FLUXsq >< FLUXrq
THEINT LMUT
C
C COIL TABLE ***** **
BLANK
BLANK
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
RECT
RECTOT

ARMIN
ARMR ARML
FLDIN
FLDL FLDR
LMU

f3 FLDOUT

ARMOU f
.:
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
TRX1IN .0011
G1 1.0E-6
TRX4OTG4 .01
TRX1IN 1.
MID2 TRX4IN 6070.
TRX3INTRX4IN 10.E-6
TRX3OTMID2 113.
G5 1.0E-6
TRX20TV_OUT1 1.
TRX3INTRX1IN 1.0E-6
G2 G3 1.0E-6
GM2 1.0E-6
TRXMOTI_IN 1.
I_IN 1.00E6
IR_IN TRX1IN 1.0E-6
IR_IN 1.00E6
G8 1.0E-6
G3 1.0E-6
G7 1.0E-6
V_OUT1 1.00E6
G4 1.00E6
TRX4OT 1.00E6
/SWITCH
C < n 1>< n 2>< Tclose ><Top/Tde >< Ie ><Vf/CLOP >< type
/SOURCE
C < n 1><>< Ampl. >< Freq. ><Phase/T0>< Al >< T1 >< TSTART >< TSTOP
14TRX1IN 1E-10 5.000E+01 0.0 0.0 -1. 1(
18G1 2.63TRX1OTG2
14TRX2IN 1E-10 5.000E+01 0.0 0.0 -1. 1(
18G3 2.00TRX2OTG4
14TRX3IN 1E-10 5.000E+01 0.0 0.0 -1. 1(
18G5 6.66TRX3OTG6
14TRX4IN 1E-10 5.000E+01 0.0 0.0 -1. 10.
18G7 5.TRX4OTG8
1E-10 5.000E+01 0.0 0.0 -1. 10
18TRX1IN .000001TRXMOTGM2
15F IN 0 10000. -250000. -500000. 1.
BLANK BRANCH
BLANK SWITCH
BLANK SOURCE
F IN V OUT1I IN
BLANK OUTPUT
BLANK PLOT
BEGIN NEW DATA CASE
BLANK
OEM model
 Transient Simulation

BEGIN NEW DATA CASE

C
C * MAIN PROGRAM OF 11E LOKO SIMULATION
C
C -DELT><-TMAX-><-XOPT-><-COPT-><EPSILN><TOLMAT>
1.E-09 20.E-6
C -IOUT><IPLOT-><IDBLE-><KSSOUT><MAXOUT><-IPUN-><MEMSAV><-ICAT-><NENERG><IPRSUP>
1 1 1 1 1 0 0 1 0
C
C
C
MODELS
INPUT VCBN{V(VCBN)}
OUTPUT VCB_C
C
MODEL CALC
INPUT VCB_N
OUTPUT VCB_M
VAR VCB_M, RESTRIKE
INIT
VCB_M := -1
RESTRIKE := FALSE
ENDINIT
C
EXEC
C VCB CONTROL ----
IF T >= 150E-9 THEN
VCB_M := 1
ENDIF
ENDEXEC
ENDMODEL
C
USE CALC AS AC CALC
INPUT VCB_N := VCBN
OUTPUT VCB_C := VCB_M
ENDUSE
C
RECORD
AC_CALC.VCB_M AS VCB
ENDRECORD
ENDMODELS
C
/BRANCH
C
C <NDE1><NDE2><NDE3><NDE4>< R >< L >< C >
C ******** CONNECTING
SUPPLY 1 E+6 3
SUPPLYTMIN 1 E-6
C LOCO *********
C TM_OUTVCBP 1.E-6
TM_OUTCAA_IN 1.E-6 3
CAA_OTVCBP 1.E-6 3
VCBN CAB_IN 1.E-3 3
C --- With Inductor
C VCBN CAB_IN 1.E-2 .12 3
C VCBN CAB_IN 50.E-6 3
C ---
C --- With Cap
C CAB_IN 1.E-2 .2
C CAB_IN 100. .25E-0
C ---
C
CAB_OTC1 1.E-6 3
C
C ************ Cs , L m ***** ********** **
Cl CASE .86E-3 3
Cl Ll 1.E-6 3
Ll CASE 2.1E+5 3
Ll CASE 2.6E+5 3
Ll SEC 5.2E-3 3
SEC CASE 3.0E-3 3
SEC 1. 5.E-3 10. 3
CASE 1. 5.E-3
C
C ***** ******* VCB
VCBP VCBN 1.E+6
C
C ************** GROUNDING ************
VCBP 1.E+6
VCBN 1.E+6
C
C * ******** ********* TM LINE
C <NDE1><NDE2><NDE3><NDE4>< R >< L >< C > ?
TM_IN TM_OUT .0001
$DISABLE
TM_IN .4E-3 3
TM_IN TM_OU1 .434.E-6 3
TM_OU1 .4E-3 3
1TM_OU1TM_OU2 .434.E-6 .4E-3
1TM_OU2TM_0U3TM_OU1TM_OU2
1TM_OU3TM_0U4TM_OU1TM_OU2
1TM_OU4TM_OU5TM_OU1TM_OU2
1TM_OU5TM_OU6TM_OU1TM_OU2
1TM_OU6TM_OU7TM_OU1TM_OU2
1TM_OU7TM_OUBTM_OU1TM_OU2
1TM_OU8TM_OU9TM_OU1TM_OU2
1TM_OU9TM_OUATM_OU1TM_OU2
1TM_OUATM_OUBTM_OU1TM_OU2
1TM_OUBTM_OUCTM_OU1TM_OU2
1TM_OUCTM_OUDTM_OU1TM_OU2
1TM_OUDTM_OUETM_OU1TM_OU2
1TM_OUETM_OUFTM_OU1TM_OU2
1TM_OUFTM_OUGTM_OU1TM_OU2
1TM_OUGTM_OUHTM_OU1TM_OU2
1TM_OUHTM_OUITM_OU1TM_OU2
1TM_OUITM_OUJTM_OU1TM_OU2
 1TM_OUJTM_OUKTM_OU1TM_OU2
1TM_OUKTM_OULTM_OU1TM_OU2
1TM_OULTM_OUMTM_OU1TM_OU2
1TM_OUMTM_OUNTM_OU1TM_OU2
1TM_OUNTM_OUOTM_OU1TM_OU2
1TM_OUOTM_OUPTM_OU1TM_OU2
1TM_OUPTM_OUQTM_OU1TM_OU2
1TM_OUQTM_OURTM_OU1TM_OU2
1TM_OURTM_OUSTM_OU1TM_OU2
1TM_OUSTM_OUUTM_OU1TM_OU2
1TM_OUUTM_OUVTM_OU1TM_OU2
1TM_OUVTM_OUWTM_OU1TM_OU2
1TM_OUWTM_OUXTM_OU1TM_OU2
1TM_OUXTM_OUYTM_OU1TM_OU2
1TM_OUYTM_OUZTM_OU1TM_OU2
1TM_OUZTM_OUTTM_OU1TM_OU2
$ENABLE
C
C ************* LOCO CABLE before VCB
CAA_IN 1. .75E-4
CAA_INCAA_1 .05.25E-3
CAA_1 .75E-4
1CAA_1 CAA_2 .05.25E-3.75E-4
1CAA_2 CAA_3 CAA_1 CAA_2
1CAA_3 CAA_4 CAA_1 CAA_2
1CAA_4 CAA_5 CAA_1 CAA_2
1CAA_5 CAA_6 CAA_1 CAA_2
C $DISABLE
C *** 6 + 19m cable
1CAA_6 CAA_7 CAA_1 CAA_2
1CAA_7 CAA_8 CAA_1 CAA_2
1CAA_8 CAA_9 CAA_1 CAA_2
1CAA_9 CAA_10CAA_1 CAA_2
1CAA_10CAA_11CAA_1 CAA_2
1CAA_11CAA_12CAA_1 CAA_2
1CAA_12CAA_13CAA_1 CAA_2
1CAA_13CAA_14CAA_1 CAA_2
1CAA_14CAA_OTCAA_1 CAA_2
1CAA_15CAA_16CAA_1 CAA_2
1CAA_16CAA_17CAA_1 CAA_2
1CAA_17CAA_18CAA_1 CAA_2
1CAA_18CAA_19CAA_1 CAA_2
1CAA_19CAA_20CAA_1 CAA_2
1CAA_20CAA_21CAA_1 CAA_2
1CAA_21CAA_22CAA_1 CAA_2
1CAA_22CAA_23CAA_1 CAA_2
1CAA_23CAA_24CAA_1 CAA_2
1CAA_24CAA_25CAA_1 CAA_2
1CAA_25CAA_26CAA_1 CAA_2
1CAA_26CAA_27CAA_1 CAA_2
1CAA_27CAA_28CAA_1 CAA_2
1CAA_28CAA_29CAA_1 CAA_2
1CAA_29CAA_30CAA_1 CAA_2
1CAA_30CAA_31CAA_1 CAA_2
1CAA_31CAA_32CAA_1 CAA_2
1CAA_32CAA_33CAA_1 CAA_2
1CAA_33CAA_34CAA_1 CAA_2
1CAA_34CAA_35CAA_1 CAA_2
 1CAA_35CAA_36CAA_1 CAA_2
1CAA_36CAA_37CAA_i CAA_2
1CAA_37CAA_38CAA_1 CAA_2
1CAA_38CAA_39CAA_1 CAA_2
1CAA_39CAA_OTCAA_1 CAA_2
C $ENABLE
C
C
C ******** ***** LOCO CABLE after VCB ***************
CAB_IN 1. .75E-4
CAB_INCAB_1 .05.25E-3
CAB_1 .75E-4 3
1CAB_1 CAB_2 .05.25E-3.75E-4
1CAB_2 CAB_3 CAB_1 CAB_2
1CAB_3 CAB_4 CAB_1 CAB_2
1CAB_4 CAB_5 CAB_1 CAB_2
1CAB_5 CAB_6 CAB_1 CAB_2
1CAB_6 CAB_7 CAB_1 CAB_2
1CAB_7 CAB_8 CAB_1 CAB_2
1CAB_8 CAB_9 CAB_1 CAB_2
1CAB_9 CAB_10CAB_1 CAB_2
1CAB_10CAB_OTCAB_1 CAB_2
$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 ' Primary C2

Cable Cable I Secondary
Line Side

VCB

° T TT T,
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 EF
-FI
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
 CTRL 1.E+6 2
POS_OTARM_IN 1.0
ARM_OT 1.E-6
SP_FLDFLD_IN 1.E-6
FLD_OT 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

Rsnub Csnub

GTOCUR
GTOGTT

L _NE0 -
14ECHOPPER
 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 >
POSIN_NEG 0.05 CAPAC1
C ************* Snubb
DIOCURPOS RESIST CAPAC2
GTOCURPOS RESIST CAPAC2
POSIN_GTOCUR 1.0E-6
NEG DIOCUR 1.0E-6
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
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 Chopper Pulse Generator
BEGIN NEW DATA CASE NOSORT ---
DATA BASE MODULE
$ERASE
DUM IMPULS, CURR
C
_
ARG VC_REF, DIOCUR, GTOCUR, GTOGTT, DIOGTO

/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
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