96

'

Cuernavaca, M ~ X I C O
October 1 4 . 17

HARMONIC DISTORTION CAUSED BY SUSURBAN AND UNDERGROUND

ROLLING STOCK WITH D.C. MOTORS

WALDEMAR N A + C
Cracow University of Technology, Department of Electrical Eng.
Warszawska 24,31-155 Cracow, POLAND
Ph (+48-12) 330-300 ex 2615 ,Fax (+48-12) 338 451 e-mail pezajac@c$.edu pl
ADAM SZELAG
Warsaw University of Technology, Institute of Electrical Machines
00-661 Warsaw, Politechmlu 1, POLAND,
Pb (+48-22) 660 7616, Fax (+48-22) 660-7551 e-mal ADAMSZE@plwatu21bitnet

Abstract: The paper presents the problem of disturbances caused

by the converters of electric traction vehcles with D.C. motors.
Although these type of rolling stock have been used since seventies,
the problem is still vital, especially in the countnes without
experience with modem electric traction. When a project to
introduce new types of rolling stock in a suburban railway or
underground line introductory is carried out, analyses have to be
done in order to estimate the electromagnetic disturbances which
could be caused by the vehicles' converters, especially when the
existing signalling and control system is of old type.
INTRODUCTION
Three types of rolling stock with DC motors and choppers are
analyzed in the paper- two multiple traction units supplied by a 3 kV
DC traction system and the underground unit used in Mexico City.
Specialized software for the simulation of the power electronic and
electrical machines PC-NAP have been used for simulation
experiments. In order to take into account the interaction between
the supply network and the traction vehicles a complex model of the
system which includes: power utility system, DC traction substation
6-and 12-pulse rectifiers, output DC substation filter, traction
contact line, vehicle input filters, power electronic converters has has
been worked out.
The results of simulations are discussed to compare with standards
for designed signalling and safety systems.
HARMONIC DISTORTION CAUSED BY S"AN
AND
CTNDEKGKOUND KOLLlNG STOCK WI'IH D.C. MOTORS
When a new type of rolling stock is to be put into service on an
electrified railway line, a compatibility study of the effects of the
high power electronic equipment and the feeding system on the
signalling and communication systems have to be undertaken. These
problems have been under consideration for many years [1,3,6,7,8 1,
but quick progress in power electronics and sophisticated convols
create new aspects which should be thoroughly investigated. Due to
the complexity of the phenomena and the mutual coupling between
the supply system, contact line and the electric traction vehicle, the
simulation methods are not only inexpensive and easy but in some
circunistances the only solutions when an early stage study of the
new railway lines are carried out.
A computer aided analysis of the choppers dnve with DC motors
of the traction units EN57T and EWSXT, which were planned to be
put into service on suburban electrified railway lines in Poland and

the underground unit being in service in Mexico City are presented

in the paper. The second one became under interest as in 1995 fist
line of Warsaw Underground was opened. As the rolling stock the
old-fashioned resistor-controlled Russian-made units with DC
motors are currently used. There is being carried out permanent
construction of the extension of the line so the preliminary works
have been undertaken to assess the feasibility of putting into service
the rolling stock with choppers and DC motors. The paper presents
the results of simulation analysis undertaken in order to study the
compatibility between the electric traction vehicles with choppers
arid DC motors and the signalling and control low-current circuits.
The simulation model, implemented in PC-NAP (a simulator for
analysis and synthesis of electronic circuits) is composed of submodels of a power utility system, a DC rectifier substation, an overhead contact line and power electronic equipment of the traction
vehicle with DC motors. The focus was placed on the validity of the
parameters of the elements, as they have a great influence in the case
of a compatibility study. Contact line paramctcrs havc been taken
&om measurements [4].
TRACTION UNITS WITH DC MOTORS FOR SUBURBAN
SERVICE ON DC 3KV AND 750 V
TIaction units EN57 and EW58 with series DC motors and
choppers for service on 3 kV DC suburban railway lines have been
designed in Poland They have different solutions of the main circuit
(Fig. 1-EN57T and Fig. 2-EWS8T), and the main characteristic of
the units are as follow:
EN57T (thrce-coach unit, one motor car) (Fig. 1)
four traction motors:
nominal power: 145 kW
maximum starting current: 225 A
operation frequency of the choppers: 2x 600Hz
input filter: LF=6 mH, CF=1. 1mF
mode of operation of the choppers: frequency control
and the beginning of the starting, then phase control
mode of braking: frequency control

EW58T (three-coach unit, one motor car) (Fig. 2)

four traction motors:
nominal power: 206 kW
m a x i " starting current: 530 A
chopper operating frequency: 300 Hz

200

0-7803-3633-4/96/$5.00 1996 TEEE

input filter (type

with a resonating contour): LF=2.82 mH,
CFI=0.7mF, CF2=0 3mF,CF3=0.lmF

chopper operating frequency: 2x2 19 Hz

HARMONIC DISTURBANCES AND SIGNALLING
CIRCUITS

cni

Fig. 1 Scheme of EN57T chopper drive.

1
Fig. 2 Scheme of EWS8T chopper drive

Permitted level of disturbances

Signalling and communication circuits, especially those which
belong to the basic layer are to fulfil special requirements in order to
be immune to the interference. This means, that low-power track
circuits or voltage type receivers are excluded from use in the
system, Conductive disturbances are of the current type and limits of
amplitudes and time of their occurrence for the band of signalling
frequency are specified (Table 1) for the types of track circuits
planned to be installed on the line. For the time of duration in the
range of 50 to 150 ms, the permitted level of harmonics' amplitudes
is 25% higher than shown in Table 1.

&&

cF

Fig 3 Scheme of Mexico City underground rolling stock

chopper drive
As an example of underground rolling stock wth DC chopper drive
Mexico City underground unit (supplied by 750V third rail system)
(Fig 3) with the following parameters has been taken into
consideration

four traction motors

nominal power 1381128 kW
nominal voltage 360 V
nominal current 420139SA
input filter CF=I 140-1320pF, LF=2 SmH

Introducing of a new type of rolling stock with DC converters

creates in problems in compatibility between DC the supply system
and low-current signalling equipment of the railway line, as a new
source of disturbances has been added.
The main sources of harmonics are: the unit's drive chopper and
the rectifier of DC substation (Fig. 4). The amplitudes of harmonics
depend on the duty cycle of the traction vehicle and the parameters
of its filters, the contact line (i.e. distance between the vehicle and
the substation) and the traction substation. These parameters vary
with frequency. When the traction vehicle as a source of disturbances
on track circuits is analyzed the frequency-dependent characteristics
of elements of the system within the signalling frequency band are to
be taken into account [I ,6,7,8,9], because the designed traction units
are to incorporate automatics control of trains sequence. This is a
train protective system which is to limit the speeds of trains when a
track block appears. Information is sent to the driver about the state
of the automatics block system and station semaphore signals; the
system controls the driver's work. There were some alternative
designs for the trains' protective systems proposed: digital system of
sending information track-to-train and automatics control of speed
systems. The first one worked out for Polish National Rail (PKP) is
to be used with signals transmission via rails, the range of operating
frequency is set in Table 1 All these frequencies are in a frequency
band of disturbances caused by the thyristor rolling stock planned to
be in service. So this part of the signalling and communication
equipment is mostly subject to the source of disturbances which have
direct connection to the track, mainly when the disturbances are
conductively coupled in track (i.e. drive generated harmonics and
main frequencies harmonics generated by the DC substation).

Table 1. Permitted level of current in signalling bands

Freouencv band IHzl

II

Ir
I

>

Maximumuermitted
RMS current lmA]

40-45

45-55
'55-6n

I
I

270-350-390-690
600-650-690-1000

100

1190-1220,1420-1500,1600-1640,
2020-2 110,22210-2240,2700-2750
1220-1240,1500-1600.1640-1740,
1800-2020,2110-2210,2240-2340,

20 1

600-650-690-1000

1 (dependent on the type 1

of the circuit)

I
25

SIMULATION TOOL
MODEL OD THE SYSTEM
The objective of the study was to assess the compatibility of the
designed rolling stock and the signalling circuits and the simulation
model of the whole analyzed system has been worked out. The
technique of modelling and simulation as a tool for analysis of
electromagnetic compatibility between electric traction systems and
signalling systems have been widely used and is well reported [3,8].
The system is complex and different models and software were
applied with different stages of simplification. For the purposes of
this study the whole model of the system, composed of the power
utility system, the rectifier substation, the contact line and the
traction unit drive with induction motors have been set together.
Power utility system
The power utility system is represented as a three-phase medium
voltage source wth short-circuit inductance (Lse)and a overhead
line and transformer inductance (Lt) (Figure 4)
Traction substation
A iiiodel of a 2.5MW six-pulse or twelve-pulse diode rectifier
substation for 3 kV DC is composed (for a tweive-pulse substation)
of a model o f a three-phase three-winding transformer and a rectifier
l.XmH), a twelfth
model with output filter, which has a choke (bo,
harmonic contour (Lpl, Cpl), a twenty-fourth harmonic contour
(Lp2,vp2) and an aperiodic filter (Cp3). 6-pulse substation has
additional contours for sixth and eighteenth harmonics. The 750V
DC substation for underground has no filter.

Simulation methods of are currently widely used for analysis of

electric traction systems. The applied software and created
simulation models should, however, compromise between the
accuracy of the representation of the system elements and the aim
and the area of the study. As a simulation tool the PC-NAP program
for analysis and synthesis of electric circuits have been used. The
electnc circuits are described by its nodes and elements between
them. PC-NAP includes models of typical electric and electronic
elements. The structural model of the system is solved by a
decomposition of a sparse-matrix using Gear's algorithm with
Newton-Raphson's iterations.
Using the complex model of the system, the analysis of the input
current of the traction unit as a source of disturbances in track
circuits has been performed. The emphasis has been placed on
preparing accurate models of the whole system and taking into
account the mutual influence of the subsystems. The steady-states of
the traction-duty cycle of the vehicle have been investigated. Due to
complexity of the models, the simulation of seconds of operation of
the system took hours when a compatible PC 486/66MHz was used.
For FFT analysis of thc vehicle's current the l0Oms 'window' has
been taken. This approach allowes to calculate the amplitudes of
low and h g h order harmonics.
SIMULATION EXPERIMENTS

In inany cases separate analysis of the compatibility of the traction

currents and the signalling circuits doesn't take into account mutual
interdependencies between the supply system and the traction
vehicles. The asymmetry of the voltage in the power utility system
Overhead catenary or third rail
supplying the traction substation may influence the harmonic
The overhead catenary is represented as a I1-scheme w t h C,
(parallel) and L,,R, (series) unitary parameters (Fig4), whch are spectrum of the vehicle's current and so the disturbing influence on
frequency dependent (Table 2) have been obtained from the low current circuits.
The simulation experiments have been performed in order to study
measurements made by the authors [4]
the harmonic spectrum of current of the traction vehicle with DC
motors and choppers (duty cycle: 50%) for normal silpply conditions
Table 2 Overhead catenary parameters versus frequency
(symmetry of the supply system) and the asymmetry of the supplying
voltage (phase A: 101% U,,, phase B: 100% U,, phase C: 99% U,,
where U,,-nominal supplying voltage); the distance between the
traction vehicle and the traction substation was assumed to be 1 km.
The voltage in the contact line is 1-esultedfrom the parameters of the
supply circuit and the harmonic spectrum of the traction currents.
The presence of the harmonics in the contact line voltage (resulted
from rectifiers or choppers) may cause the flow of harmonic currents
in the rails even in the conventional vehicles with DC motors
without converters.
Traction drive
Results of example simulations of the electric traction unit EW58T
A model of a traction unit drive includes an input filter (LFI,CFI), (Fig. 2) operating on 3 kV DC railway line equipped with 6-pulse
a chopper (CH), models of motors (LM,RM,EMF)
rectifier substation are shown in followine, figures:

Rec.

Fig 4 Model of the analvzed electric traction system

202

I
I

400~'-------------------------~

41OAI-------------------------~

Fig. 8: Waveform of EW58T unit current,

asymmetry of the voltage in the 3-phase
network supplying substation.

Fig 5 Waveform of EW58T unit current,

symmetry of the voltage in the 3-phase
network supplying the traction substation

Vehicles curient harrnonic spectrui-ii

--

I
I
I

I
I
I

\Vehicle's current harmlci:iI:, s p w t r u m

EPJ58

EN58

loo

200

100

300
Frequency x 113 [Hz]

Frequency x 10 [Hz]

Fig.9: Harmonic spectrum of the EW58T unit current

asymmetry of the voltage in the 3-phase
network supplying the traction substation.

Fig 6 Harmonic spectrum of the EW58T unit current

Fyinmetry of the voltage in the 3-phase
network supplyiiig the traction substation

3 35KVT-------------------------

3.38KV--------------------------

I
I

I
I

I
I

7;

3 3 p J + - - - - _ - _ - - _ -1-- - - - - - - - - - - - -I
2 755
i 755
2 E(l5
0

2.76s

1
t i me

I
I

2.78s

2.80s

time
Fig IO: Waveform of the voltage at EW58T unit
pantograph; asymmetry of the voltage in
the 3-phase network supplying the traction
substation.

Fig 7 Wavefonii of the voltage at EW58T unit

pantograph, symmetry of the voltage in
the 3-phase network supplying the traction
substation

203

Fig. 5 and 6 - waveform and harmonic spectrum of the unit's

current, Fig 7 -waveform of the voltage at the unit's pantograph, in
all cases was assumed symmetry of the voltage in the 3-phase
network supplying substation,
Fig. 8 and 9 - waveform and harmonic spectrum of the unit's current,
Fig 10 -waveform of the voltage at the unit's pantograph, with
asymmetry of the voltage in the 3-phase network supplying
substation.
From the observation of the results it can be seen that quite apart
from the characteristic harmonics in Fig. 5-7 (multiplication of
300Hz- results of the substation and the choppers) uncharacteristic
harmonics in Fig. 8-10 (multiplication of 100Hz-results of
asymmetry) are present. In the last one case the uncharacteristic
harmonic l O O w Z has higher amplitude than the characteristic
harmonic 300Hz.
The vehicle's current spectrum depends not only on the symmetry or
asymmetry of the power utility network, but as well on the type of
the rectifiers used in the traction substations. It may be seen from the
results of simulation of the operation of the unit EN57T whxh are
shown in following figures:
Fig. 11 - vehicle's current spectrum when supply by a 6-pulse
rectifier substation with the symmetry of the utility network,
Fig. 12 - vehicle's current spectrum when supply by a 6-pulse
rectifier substation with the asymmetry of the utility network,
Fig. 13 - vehicle's current when supply by a 12-pulse rectifier,
symmetry of the utility network.
While in Fig. 13 only 600% harmonic amplitude exceeds lOOmA,
in Fig. 11- 300Hz and 600Hz and in Fig. 12- lOOHz, 200Hz,300Hz
harmonics have amplitudes higher than 1OOmA. The hghest
amplitude of current (harmonic 1OOHz) reaches over 3 A (Fig. 12).
This value may be high enough to cause disturbances in the
signalling circuits.

Vehicle's current harmonic spectrum

symmetry (Fig. 16- spectrum of the current, Fig 17- waveform of

the current}.

EFJ57

Vehicles current harmoriic spectrum

10"

100

J
300

200

Frequency x 10 [Hz]
Fig.12: EN57T unit's current spectnun when supplied by a 6-pulse
rectifier substation with the asymmetry of the utility network.

Vehicle s current harmonic spectrum

IO0

'

."'"

'

'

'

,.,

EN57
.....

lo-2

EN57
10-4

200

100

Io-'

300

Frequency x 10 [Hz]

10
Fig. 13. ENS7T units current when supplied by a 12-pulse
rectifier, symmetry of the power utility network.

10-5

- 0

100

200

300

10

Frequency x 10 [Hz]

Fig. 11:EN57T unit's current spectrum when supplied by a 6-pulse

rectifier substation with the symmetry of the utility network.

01

An interesting example create the results of simulation of the

001

traction unit used on Mexican City underground. The absence of the

filter in the 12-pulse rectifier substation makes the system sensitive
to the asymmetry of the supplying 3-phase utility network. In the
case of symmetry the highest amplitude has characteristic substationcaused current harmonic 60OHz - 1A (Fig. 14- harmonic spectrum,
Fig. 15 - waveform of the current). When the supply system is
asymmetric, the uncharacteristic harmonic amplitude 100% reaches
SA, with 600& harmonic having the same value as in the case of

? A f \ lI

vuu

50

100

150

200

Frequency x 10 [Hz]
Fig. 14 Mexico City unit's current spectrum, symmetry
of the power utility network.

204

855A

Fig. 17: Mexico City unitscurrent waveform, asymmetry

of the power utility network.

Fig. 15: Mexico City units current waveform, symmetry

of the power utility network

850vT---------------------------

I
I

I
I

10

fr

10.

10-5I

. . . . . .

50

100

150

I
200

Fig. 18: Mexico City unitspantograph voltage waveform, asymmetry

of the power utility network.

Frequency x 10 [Hz]
CONCLUSIONS

Fig. 16: Mexico City unitscurrent spectrum, asymmetry

of the power utility network.

The presented model of the whole traction system and its

implementation with the PC-NAP simulator permits the analysis of
the mutual coupling between the elements of the traction system and
the influence of the traction vehicle as a source of disturbances on
track circuits. The precise representation of the parameter-s of the
system (frequency dependence of DC rectifier substation and the
contact line) during time domain analysis is a significant factor in

205

the accuracy of the model. When elements of the analyzed system are
operating at different frequencies, the 'window' for FFT analysis
should be so wide, that not only high order harmonics, but
subharmonics as well can be calculated. This is especially important
when the compatibility of low frequency track circuits are
investigated.
From the simulation of the dcsigned traction units with DC motors
for suburban railway lines in Poland and Mexico City units,
equipped with choppers, it was determined that the spectrum of the
vehicle current is sensitive to the parameters of the DC supply
system. The type of the substation (6- or 12-pulse rectifiers,
application or absence of DC side filters) and asymrnetq in the
power network supplying the traction substations make the
occurrence of uncharacteristic low frequency harmonics. Resonance
between the traction substation, its DC side filter, contact line and
the filter of the vehicle will result as well in increasing certain
harmonics. All these facts may cause the necessity of undertaking
measures to make the existing or designed signalling system immune
from the predicted disturbances..

REFERENCES
[l] A. Bialon ,A. Szelqg, W. Zajqc -" Disturbing d u e n c e of
electric traction vehicles on signalling and control circuits on
Silesian Regional Railway". EMC and EME-95,26-30 June,
1995, St. Petersburg, Russia
[2] R. Bose. Power electronics and AC drives. Prentice-Hall, New
Jersey 1986

[3] P.C. Coles, M. Fracchia, R. J. Hill, P. Pozzobon, A. Szelag -

"Identificationof catenary harmonic in 3 kV DC railway traction

system". MELECON94, Antalaya, Turkey 12-14 IV, 1994
[4] K. Malisz, J. Prusak & W. Zajac. -"Measurements of unitary
parameters of 3kV overhead catenary". International Conference
Transsystem, Warsaw, 1989

[5] L. Mierzejwslu, A. Szelrlg - "Analysis of effectiveness of filters

for DC traction system with rolling stock equipped with power
electronic converters and asymmetry of the power utility system
supply lines". EPNC'96 Symposium,29 V-lVI, 1996 Pomah,
Poland
[6] Settmg methods for protection of low- power circuits fiom
electnc traction dsturbances on Silesian Regional Railway.
Polish Ministry of High Education Grant CPBR 9.3-58000 990

[7.] M. Piecmrka, W. Zajac - " Electnc traction interfenng on

telecommunication lines; system parameters and effect in
overhead catenary". Scientific Journal of Cracow University of
Technology No 54, 1984
[8] ORE Reports DT 73, Utrecht 1980

[9] A. Szelqg,, W. Zajqc, P.M. Martinez- " Harmonic distortioa

caused by electric traction vehicles with a.c. motors fed by DC
supply system - CAD analysis". EPE'95 Conference, IX 1996,
Sevilla, Spain
[lo] J.A. Taufiq, C.J. Goodman, B. Mellitt - " Railway signalling
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transit". IEE Proc. B, Vol. 133, No2, March 1986, pp. 71-84

206