International Journal of Technology Research and Management

ISSN (Online): 2348-9006

Vol 6 Issue 3 March 2019
IJTRM CGTREE-2019 Conference Proceedings, EEE Dept. LNCT, Indore

Short Circuit Analysis of 25 KV Catenary of Railway Traction

System
Aditya Ahire1, Pawan Tapre2, Amit Solanki3
SPPU, Electrical Engineering, S.N.D. College of Engineering & R.C. Yeola, Nashik, 423401, India1, 2, 3
ahireaditya3@gmail.com1, pawan.tapre25@gmail.com2, amitpower.elex@gmail.com3

Abstract: This study presents a modelling and simulation method for the analysis of short- circuits in
railway traction systems (RTSs). First, the authors developed models of major components and a full-scale
model of a Railway Traction System. The component models developed in this study include a specific Le
Blanc traction transformer and an overhead catenary system. The models are represented using
corresponding coupling-free equivalent circuits to facilitate implementation using software packages
MATLAB®/Simulink®. The short- circuit fault simulation of a RTS was conducted on a personal computer
operating with MS Windows 7®. Field testing data was used to verify the simulation results. The modelling
and simulation technology developed in this study provide a valuable reference for power engineers
involved in the planning, design, and operation of a railway traction network.

Keywords: ground faults protection fault location and identification of railways.

1. INTRODUCTION
The railway transportation and also other types of
transportation makes use of the new technologies and devices
for infrastructure and transport means in particular for
increase of travel and service comfort, speed, safety and
reliability. The electric railway transportation is characterized
by extremely variable consumption of electric power system.
That is why traction system of AC 25 kV in the Czech
Republic has some specific behavior during operation mode
of traction vehicles and short-circuits. The rail traction
system as a whole contains other necessary systems as
signaling, safety and communication systems. One of all
operation states are transient effects which can leads to be
dangerous conditions in the railway traction systems. So It’s
very important to keep the standard requirements for all
devices during operation. From that reason the research
activities at Dept. of Electrical and Electronic Engineering
and Signaling in Transport (DEEEST), University of
Pardubice are focused on finding of behavior of this traction
system during faults or selected operation states. The traction
system of AC 25 kV, which is different for other similar
systems in Europe because it uses a specific filter-
compensation device (FCD) into traction substations,
including couplings was necessary to analyze the particular
elements and parts. This has also related with utilization of
energy from recuperation braking system which can be
consumed by electric rail vehicle or transformed to the high
voltage mean network of 110 kV. The mentioned
recuperation energy can be represented up to units of MW
during units of minutes. This recuperation power is
negligible in terms of interference, especially at short-circuit
when a traction vehicle acts as a very powerful source of
interference and a catenary as a sufficiently large antenna
system. The characteristics of the whole system are very
dependent on the location of a short-circuit and also depend
on the location and immediate power of the individual
vehicles. The situation is changing rapidly in terms of driving
of the vehicle. For this reason, the consumption of energy,
which is used for simulation, represent current consumption
of vehicle at that location. As we knew that this traction
system is a single-phase system and thus recuperation is
performed between two phases of network of 110 kV. These
considered recuperation energy sources bring new
requirements for protection settings and interference under
the keeping of standards and operational regulations. For
understanding of behavior of this traction system the
simulations are used and allow to monitoring of the states
and points of this traction system, which cannot be monitored

Paper ID: 2019/IJTRM/3/2019/23149 1

 International Journal of Technology Research and Management
IJTRM CGTREE-2019 Conference Proceedings, EEE Dept. LNCT, Indore
during operation conditions in the real traction system of AC
25 kV [1]- [4].
2. GROUND FAULT LOCATION IN 25 KV
POWER SYSTEMS: DESCRIPTION OF
THE PROBLEM
In traction power systems with ATS’s 25 kV), whose
electrical scheme and current distribution are represented in
Figure 1, as well as in single-phase (1 × 25 kV) power
systems, the main protection system is mainly based on
distance protection relays [14].
However, such traction power systems with ATSs (2 × 25
kV) do not make use of ground fault location based on the
linear ratio between the impedance (Z) seen from the traction
power substation and the distance to the ground fault. This
linear ratio, represented in Figure 2, does, however, allow the
distance protection relays to detect the ground fault and
calculate the distance to the defect [15–17] in one-conductor
power systems (1 × 25 kV) However, in traction power
systems with ATSs (2× 25 kV), the variation of the
impedance value measured as a function of the distance to
the ground fault is non-linear [11,16]. The real values of the
fault impedances which is to be measured, where it can be
seen that the ratio is non-linear in every subsection between
two ATSs. The minimum values of the impedance measured
correspond to the ATS’s emplacements. When a ground or
earth fault is occurred, the distance relays register an
impedance value lower than their settings values and a
tripping command is given to the generally used double pole
circuit-breaker in the substation, with a consequent
interruption of the power supply in all the sections and
subsections and ATS’s of the section with the defect. After a
pre-set time, the distance protection relays conduct automatic
reclosing man oeuvres and again feed the subsections and
ATSs, checking that the defect is not permanent. If the earth
fault is still presents then the distance protection relays
switch off the circuit breakers again and open the motor
driven disconnectors installed at the ATS’s substations. The
next step is to switch on the circuit-breakers again. Now, as
the catenary and feeder conductors are electrically isolated
(the system operates as 1 × 25 kV), the distance protection
relays will allow the conductor where the ground fault took
place which is to be get identified, as well as the relatively
accurate identification of the subsection [18].
To isolate the sections or subsections with the ground
fault, the information provided by the distance relay is used.
As the circuits of the two conductors are now totally
independent, the distance from the substation to the ground
Paper ID: 2019/IJTRM/3/2019/23149
ISSN (Online): 2348-9006
Vol 6 Issue 3 March 2019
fault is obtained from the impedance measured by the
distance protection relay. Once the subsection is to be
isolated through its corresponding motor-driven
disconnectors, the rest of the subsections without a ground
fault are powered again. In case of the lacking of the
accuracy in the determination of the distance to the ground
fault, a subsection which is closer to or farther away from the
real distance to the fault may remain without power supply
for an unacceptable time [19]. To avoid this delay in the
isolation of the true subsection with the ground fault, it is
very useful to know, as soon as the earth fault has been
detected, in which subsection between ATSs this has taken
place and if it happened in the catenary or feeder conductor.
Then this information is sent to the control Centre on
immediate basis, automatic or manual action can be taken to
restore the power supply to the subsections without any
ground fault.
3. PRINCIPLE OF THE GROUND FAULT
SUBSECTION IDENTIFICATION
METHOD
According to the current distribution of 25 kV power
system, in case of resistive load the phase angle between
voltage and current is close to 180°. In this case, the catenary
inductance (XL) can be neglected. On the other hand, in case
of an inductive load the phase angle between voltage and
current in the autotransformer is closer to the 90°. The power
factor of the high-speed trains is close to the unit; therefore,
the current distribution under normal operation of a 2× 25
kV power system is similar to the resistive load case shown
in The catenary short-circuit current is similar to the
inductive load case, as the impedance seen from the
autotransformer is the catenary inductance XL. Finally the
feeder short-circuit case is represented, and it is symmetrical
to the above case. When there is a earth fault on a line
between the catenary and rail or between the feeder and rail
in a traction power system, there is a substantial increase in
the current circulating through the windings of the ATSs
closest to the defect location. This current increase can be
detected easily by measuring the currents in the windings of
the ATSs. Furthermore, when the abnormal conditions are
happens, the angles between the currents and voltages change
in the ATSs closest to the fault location. In normal operation,
these angles between the currents and voltages in the
autotransformers are close to 180°.On the other hand, in the
case of a ground fault, the phase angle between the voltage
and current in the autotransformers will shift by 90°, as will
be shown later. For example, we can consider a earth fault in
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 International Journal of Technology Research and Management
IJTRM CGTREE-2019 Conference Proceedings, EEE Dept. LNCT, Indore
subsection C where the modulus of the currents IA2 and IA3
increase their value by a great deal, whereas the current IA1
does not undergoes any remarkable change in its value.
Characteristic Harmonics of Electric Train
The train is the main harmonic source in the RES, and its
injected harmonic currents are found in abundance. The
driving modes of electric trains are different and can be
divided into two types, i.e., ac–dc type (thyristor-controlled
conventional train) and ac–dc–ac type (PWM-controlled
high-speed train). Thus, different current spectra generated
by these trains are measured and compared in Fig. 5. For a
thyristor- controlled train [7], the measured current spectrum
of the SS-type train (in China) is shown in Fig. 5(a), and the
harmonic current values are listed in Appendix I. The
harmonic current has rich content and concentrate at the low
frequency region (third, fifth, seventh, etc.), and the high-
frequency harmonic current contents are decreased with the
increasing of frequency. On the other hand, the high-speed
trains controlled by the PWM-controlled 4QC share less
harmonic issue concerns due to the adoption of high
switching frequency PWM. In Fig. 5(b), the HST has reduced
the lower order harmonics remarkably, but the high-
frequency components, especially the characteristic
harmonics near to the switching frequency, remain serious.
The power factor of HST shows a relatively large
incensement and almost close to 1 and the total harmonic
distortion (THD) of the injected current is usually below 5%.
Resonance Harmonics
Harmonic resonance is the frequent reactive power
exchange at the resonance frequency between the inductive
and capacitive components in the RES.
Resonances will amplify the injected harmonic current
from the train through the catenary network lines. Generally,
resonances in the harmonics can be categorized as series
resonance and parallel resonance. Viewed from the load side,
the capacitor is in parallel with the harmonic source, the
harmonic current coming from NLL may be near the parallel
resonance frequency between the capacitance and the
inductance of the overhead lines or transformers, then, the
harmonic may be seriously magnified. Viewed from the grid
side, background harmonics may be close to the series
resonance frequency between the capacitors and Grid
inductance, then, the background harmonic in the power grid
will be magnified.
Paper ID: 2019/IJTRM/3/2019/23149
ISSN (Online): 2348-9006
Vol 6 Issue 3 March 2019
4. HARMONIC MODELING FOR THE
TRACTION SYSTEMS
A. Power System Model
A three-phase power system can be considered as a
coupling circuit, and the coupled Norton model is adopted to
represent such a system. Primary supply lines can be
represented as a six-port MTL between the utility system and
TSS [23].
B. MTL-based Catenary Network Model
The supply lines on the secondary side is connected from
the TSS to the catenary network use power cables widely.
The supply lines with no negligible distributed capacitances
play an important role in resonance behaviors. Considering
the transmission line theory, the supply line is usually
modeled by an equivalent PI circuit, and its nodal admittance
matrix is presented as the primary supply line.
2) Catenary Network: The MTL model is effective in
representing the auto-transformer (AT)-fed catenary network
C. Transformer Model
Transformers are considered by its low-frequency
equivalent model, which adds capacitances that allow to take
into account the displacement currents inside the equipment
at higher frequencies. Here, we are not considering the
capacitance of transformers for simplifying the analysis.
1) Traction Transformer: There are many different
connections of traction transformers, such as single- phase,
Ynd11, V/v(V/x), and Scott [39]. The V/x traction
transformer is widely used in Germany and China HSR due
to its high capacity utilization, simple wiring, and easy
interface to AT catenary network. The V/x transformer
contains two single-phase three- winding transformers, which
supply power for both sides of the feeding section. The two
windings, whose voltages are ±27.5 kV due to the extracted
and grounded neutral point of the secondary winding, are
connected to the T bus and F bus. Fig. 7 shows the equivalent
circuit of the V/x transformer and its alpha phase.
5. MATHEMATICAL MODEL
The elements essential to a RTS include traction
substations with traction transformers and OCS comprising
overhead messenger wire, overhead trolley contact wire,
return feeder, and rail. The modelling of system components
is the key process dictating the success of system simulation.
The precision of the simulation results as well as the
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 International Journal of Technology Research and Management
ISSN (Online): 2348-9006
Vol 6 Issue 3 March 2019
IJTRM CGTREE-2019 Conference Proceedings, EEE Dept. LNCT, Indore

convergence characteristics of solution techniques are

determined by the system component models and full-scale
network model. In this study, we employed a bus admittance
matrix and coupling-free equivalent circuit for the
development of the proposed models.

6. IMPLEMENTATION PROCEDURE
Short-circuit currents for various fault scenarios. A
commercial simulation software package called
Short-circuit field testing in a high-voltage network can
MATLAB®/Simulink®, which has powerful simulation
be highly dangerous and time-consuming; therefore, only
ability and a user-friendly graphical interface, was adopted to
limited testing cases are subsidized. In contrast, a precise
simulate the RTS of the Eastern Taiwan railway
component model and a full-scale RTS model can be used to
electrification system. All major components need to be
obtain nearly the same results as those obtained from the
properly modelled by their corresponding equivalent circuits
testing field. An appropriate computer program not only
before the RTS can be simulated using
helps engineers select, design, and operate a RTS, but also
MATLAB®/Simulink®. The Le Blanc traction transformer
provides a useful tool for determining the correct
and OCS can be represented explicitly in the
MATLAB®/Simulink®. Hence, the OCS can be analyzed in
more detail. The steps for modelling the RTS of the Eastern
Taiwan railway electrification system are as follows:
Forming equivalent circuit models for all major
components in the target RTS In MATLAB®/Simulink®, the
coupling-free equivalent circuits can be represented by
simple elements such as resistance, inductance, capacitance,
and voltage/current sources, that is, coupling-free equivalent
circuits can be modified and modularized to meet the
requirements of different simulation objectives, and then be
implemented with MATLAB®/Simulink®. Modularization
is useful for MATLAB®/Simulink® functions where users
can construct their own component models and full-scale
system models.
Setting necessary parameters for all system components
suitable or incorrect parameters may result in incorrect
simulation results and confusing conclusions, and may lead

Paper ID: 2019/IJTRM/3/2019/23149 4

 International Journal of Technology Research and Management
ISSN (Online): 2348-9006
Vol 6 Issue 3 March 2019
IJTRM CGTREE-2019 Conference Proceedings, EEE Dept. LNCT, Indore

to program divergence. All required parameters of the major voltage drop calculation, substation grounding system
components in the target RTS must be collected. analysis, and protective relay coordination study.
Building a full-scale model of the target RTS According
to the structure of the target RTS, a full- scale system model REFERENCES
can be built by combining the major component models, such
as Le Blanc traction transformer and OCS. The one-line [1] Courtois, C.: ‗Why the 2 × 25 kV alternative? [Autotransformer
diagram of the Eastern Taiwan railway electrification system traction supply]‘. IEE Colloquium on 50 kV Autotransformer Traction
at Guanshan substation is shown in Fig. 8 and its Supply System – the French Experience, November 1993, pp. 1–4
corresponding full-scale network model implemented using [2] Millard, A., Taylor, I.A., Weller, G.C.: ‗AC electrified railways –
protection and distance to fault measurement‘. Int. Conf. on Electric
MATLAB®/Simulink® is illustrated in Fig. 9a. The Railways in United Europe, March 1995, pp. 73–77
branches and nodes of the major components, such as the Le [3] Hill, R.J., Brillante, S., Leonard, P.J.: ‗Railway track transmission line
Blanc traction transformer and OCS. parameters from finite element field modelling: series impedance‘, IEE
Proc. – Electr. Power Appl., 1999, 146, (6), pp. 647–660
[4] Hill, R.J., Brillante, S., Leonard, P.J.: ‗Railway track transmission line
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Proc. – Electr. Power Appl., 2000, 147, (3), pp. 227–238
This study developed mathematical models of the major [5] Mariscotti, A., Pozzobon, P.: ‗Determination of the electrical
components as well as a full-scale representation of a 1 × 25 parameters of railway traction lines: calculation, measurements, and
reference data‘, IEEE Trans. Power Deliv., 2004, 19, (4), pp. 1538–
kV railway electrification system for analysis of short- 1546
circuits. The proposed models of a Le Blanc transformer and [6] Battistelli, L., Pagano, M., Proto, D.: ‗2 × 25-kV 50 Hz high-speed
a RTS are represented using their corresponding coupling- traction power system: short-circuit modeling‘, IEEE Trans. Power
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commercial software package, MATLAB®/ Simulink®. The [7] Kneschke, T.A.; Hong, J.; Natarajan, R.; Naqvi, W. Impedance
calculations for SEPTA‘s rail power distribution system. In
models developed in this paper could be applied to the Proceedings of the 1995 IEEE/ASME Joint Railroad Conference,
simulation of short-circuit faults occurring in any location of Baltimore, MD, USA, 4–6 April 1995; pp. 79–85
a railway electrification system as a means of avoiding the
dangers and costs associated with field testing. The Eastern
Taiwan railway electrification system was introduced and
used as a demonstration system for short-circuit analysis. The
full-scale model of the demonstration system was created by
combining the equivalent circuit models for its major
components such as the Le Blanc traction transformer model
and the OCS model. The coupling- free equivalent circuit of
the full-scale model was implemented using
MATLAB®/Simulink®. Next, a series of digital simulations
were performed for various short-circuit conditions. Finally,
the simulation and field test results was compared. The
comparison indicated that the proposed models can precisely
retrieve the characteristics of a 1 × 25 kV railway
electrification system for short-circuit analysis. Based on the
above facts, the proposed models and solution approach
could provide a valuable reference for power engineers
involved in the planning, design, and operation of a railway
traction network. In addition, the proposed models and
solution approach can be used to perform more simulations,
and therefore, help detect the features and limitations of the
target system that cannot be done only through field tests. At
present, the proposed models are being used to optimize and
upgrade the Taiwan railway’s electrification system. Future
works will aim at power flow study, harmonic analysis,

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