A new protection scheme for the DC traction system supply

Hagh, Mehrdad Tarafdar; Nouri, Behnam; Nouri, M.; Lomei, Hadi; Muttaqi, Kashem M.

doi:10.1109/aupec.2015.7324880

Cited by 10 publications

(2 citation statements)

References 15 publications

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“…The accelerated development of Malaysia's rapid rail services, including Mass Rail Transit and Light Rail Transit (LRT) in support of the Greater Kuala Lumpur Conurbation within the framework of the Klang Valley Integrated Transit System (KVITS) [1] has inadvertently increased the frequency of fault occurrences within traction systems. Such faults result in heightened security and reliability concerns for both humans and equipment involved in traction.…”

Section: A Backgroundmentioning

confidence: 99%

Adaptive DDL Algorithm to Elucidate the Protection Misoperation in Malaysian Rapid Rail DC Traction System

Kumar,

Othman,

Wahab

et al. 2024

IEEE Access

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In modern railway traffic systems, direct current (DC) electrification is a prevalent choice, with numerous traction networks adopting a variety of voltage levels to accommodate varying load current dynamics. These dynamics are influenced by passenger density, aggregate demand for electrical power, headways, and frequency of locomotive operations. Load currents are prone to surges during periods of dense traffic and transient phases such as acceleration, deceleration, and the start-stop sequences of trains. Such surges hold the potential to precipitate fault currents within the traction system, which are similar to those engendered by external anomalies. Conventional protection systems, such as the Détection Défaut Ligne'-French for 'Line Fault Detection), may not always effectively identify remote faults or prolonged overcurrent situations. These scenarios necessitate an advancement beyond the traditional fault detection methodologies, which are primarily reliant on fixed thresholds and may not account for the dynamic nature of the railway system's electrical load. This paper addresses the limitations inherent in the existing DDL protection mechanisms by focusing on the feeder attributes specific to the DC Traction System. In pursuit of this objective, we introduce an innovative adaptive current DDL algorithm to refine the rigid threshold paradigm inherent in the conventional approach. To facilitate a pragmatic assessment, the Rapid Rail network of Malaysia serves as a reference for emulating the railway's electrical system. This comprehensive analysis yields insights that are potentially useful for safety protocols in DC electrified railroad traffic systems

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Section: A Backgroundmentioning

confidence: 99%

Adaptive DDL Algorithm to Elucidate the Protection Misoperation in Malaysian Rapid Rail DC Traction System

Kumar,

Othman,

Wahab

et al. 2024

IEEE Access

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“…In DC railway systems, the traction power substation (TPS) supplies energy for vehicles on its both sides. Different voltage levels from 500V to 3000V are used as power supply for vehicle operation [1]. In Wuhan Metro Systems, Line 6 is the first metro line supplied by 1500V DC power, whereas the remaining others are supplied by 750V DC power.…”

Section: Introductionmentioning

confidence: 99%

Temporal Fluctuated Features of Metro Traction Load Current in DC Railway

et al. 2020

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24-hour traction current based on Wuhan Metro Line 6 are reported. The fluctuation features, which corresponding to the interval of vehicle operation, indicate that there are four types of inrush current periodically appearing throughout the all-day waveforms. The first type consists of two positive sharp waves. The second type is saddle shaped, and consists of two positive peaks and an anti-peak. The third type consists of two double peaks followed by a sharp peak about 1 minute later. The fourth type consists of two hump shaped waveforms. The whole operation time can be divided into the peak and off-peak hours according to these repetitive segments. The interval of any two adjacent vehicles is 9 minutes and 11 minutes, respectively, in peak and off-peak hours. The distribution and the positive average value of feeder current per hour from 6:00-24:00 are counted and analyzed. Results show that the current distribution in off-peak hours is more concentrated in a narrower range than that in peak hours. The differences in averages between various 15-minute periods in an hour can be as high as tens of amperes, due to the occurrence time of repetitive segments. The rail potential has relatively consistent variation with feeder currents, but it matched best with the sum of up-line and down-line in a same section instead of one of the two lines.

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