IEEE STD 946-2020 DC Short Circuit Calculation

IEEE Std 946-2020
IEEE Recommended Practice for the Design of DC Power Systems for Stationary Applications
Annex D
(informative)
Battery charger and de power system, short-circuit current

contribution
D.1 Introduction
This annex provides a rationale for the selection of the maximtun value of batte1y charger sho1t -circuit
current that occurs coincident with the maximtun battery short-circuit current. The reason for determining
the maximum combined short-circuit current is to specify equipment that is suitable for the expected fau lt
current. It is necessary to include the contributions from connected motors, battery chargers, and batteries
when calculating the total short-circuit current for a fault in a de po\ver system.
D.2 Combined effect of currents from battery, charger, and connected

inductive load
The fault current for a short at the de distribution switchgear or panel board peaks later (typically within
34 ms to 50 ms) due to the inductance of the de pov;er system in series with the fault. The magnitude of the
fault current for a short at the distribution bus will also be lower than the value at the co1nponent due to the
impedance of the cables between this component's terminals and the bus.
Due to the battery time constant, the maximum coincident short-circuit current can be conservatively
calculated as the sum of the peak sho1t-circuit current from the battery and the peak sho1t -circuit current value
from the charger (Figure D. l ).
Inductive loads such as de motors, if operating, \Vil! contribute to the total fault current. The maximtun current
that a de 1notor delivers at its terminals is limited by the effective transient armature resistance Rd of the range
ofO. l to 0. 15 per unit. Thus, the maximum fault current for a fault at the motor terminals typically ranges from
seven to ten times the motor's rated armature current. Therefore, it is conservative to estimate the maximum
current that a motor contributes is ten times the motor's rated full-load current. When a more accurate value is
required, the sho1t -circuit current should be calculated using specific rd data or from test data obtained from
the motor manufacturer. (IEEE Std 446 [B 11] : Emergency and standby systems for industrial and commercial
applications and IEEE Std 666.)
Each installation should be evaluated by the design engineer to determine the magnitude of the sho1t -circuit
currents from the battery, charger, motors, etc. Any non-typical installation should be evaluated by the design
engineer to verify that the peak values of the batte1y and charger short-circuit currents are not coincident.
D.3 Sample evaluation

The follov;ing example illustrates one method for determining the relative fault-current contributions of a
batte1y and a current-limited charger to a fault at the distribution panel bus. (Note that the follo\ving values
may not be typical for any given charger type, design or installation.)
Charger and feeder cables
Charger current rating: I = 300 A
Charger transient current: Jc = I 0 x 300 - 3000 A
59
IEEE Std 946-2020
Cable and breaker resistance: Re = 0.0228
Battery and feeder cables
Battery: 60 cells, rated 1950 Ah at 8 h rate.
Battery resistance under fault:
Rb = 0. 000113 I x 60 cells = 0. 006786 Q
Time to peak short-circuit current @ five-time constants = 11 ms
Battery cables: 2-1 IC 350 kcmil cables/leg, each 12.3 m (40.5 ft)
Total calculated loop resistance: R2 = 0.00 17
Total calculated inductance: L= 36.2 ~tH
The battery ti1ne constant and apparent inductance under short-circuit conditions are calculated as follows:
. 11 ms
Battery tune constant: T = = 2. 2 ms
5
Battery inductance: lb = T x Rb = 2. 2£ - 3 x 0. 006786 = 14. 9 µH
The time constant for the cornbination of the battery and cables is calculated as follows:
lb + l 14.9£-6 + 36.2£-6
Tl = Rb +R2 - = 6 ms (D.l)
0. 006786 + 0. 0017
Fault at the distribution panel bus
Battery fault current:
2 Vpc*60 120 v
17-) - 14 141 A
lb = Rb +R2 - -(0- .-00_6_7_86_+_0_.0-0-
Batte1y fault current peaks at (5) (Tl) = (5) (6 ms) = 30 ins
The charger short-circuit contribution: le = 3000 A
Conclusion
As illustrated in Figure D. l , the maximum total combined short-circuit current is:
I = 14 141 + 3 000 = I 7 141 A
17 141 A is a maximwn current \vhen the battery current peaks at 30 ms after the fault.
60
IEEE Std 946-2020
18000
16000
14000
_
-------~ -----
,, -= --- ---------
--- ~----
,,,
,,
12000
,,,''
10000 I-
I
<(
6000 - - - I
I
I
I
4000 I
I
2000
·'.·.
~• •
. ·-••
• • •• ... •• •• .•··•·•···••··••·•••·••·· ····· • ••
••• • • ••
•• •• ••••
0
~ ..• • ••
Time (ms)
• • • • • Charger current (A) - - - Battery current (A) - - Total (A)
Figure D.1- Typical short-circuit current evolution at the de bus connected to a battery
in parallel with current-limited charger
61

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IEEE Std 946-2020

Battery charger and de power system, short-circuit current

D.2 Combined effect of currents from battery, charger, and connected

D.3 Sample evaluation

Charger and feeder cables

Charger current rating: I = 300 A

Charger transient current: Jc = I 0 x 300 - 3000 A

Cable and breaker resistance: Re = 0.0228

Battery and feeder cables

Battery: 60 cells, rated 1950 Ah at 8 h rate.

Battery resistance under fault:

Rb = 0. 000113 I x 60 cells = 0. 006786 Q

Time to peak short-circuit current @ five-time constants = 11 ms

Total calculated loop resistance: R2 = 0.00 17

Total calculated inductance: L= 36.2 ~tH

Fault at the distribution panel bus

Battery fault current:

Batte1y fault current peaks at (5) (Tl) = (5) (6 ms) = 30 ins

The charger short-circuit contribution: le = 3000 A

As illustrated in Figure D. l , the maximum total combined short-circuit current is:

I = 14 141 + 3 000 = I 7 141 A

• • • • • Charger current (A) - - - Battery current (A) - - Total (A)

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