Optimal Balancing oI Large Single-Phase Traction Load

Wan Qingzhu
1
Wu Mingli
1
Chen Jianye
2
Zhu Guiping
2
1 School oI Electrical Engineering, Beijing Jiaotong University, Beijing 100044, P.R. China
2 State Key Lab oI Power System, Department oI Electrical Engineering Tsinghua University, Beijing 100084, China
qzhwanbjtu.edu.cn
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.H\ZRUGV .H\ZRUGV .H\ZRUGV .H\ZRUGV AC AC AC AC electrified electrified electrified electrified railway; railway; railway; railway; single-phase single-phase single-phase single-phase traction traction traction traction load load load load; ;;;
balance balance balance balance; ;;; Steinmetz Steinmetz Steinmetz Steinmetz circuit circuit circuit circuit; ;;; optimal optimal optimal optimal compensation compensation compensation compensation capacity capacity capacity capacity
I. INTRODUCTION
With growing importance oI traction as load on electrical
supply grids, aspects concerned with the eIIiciency oI Ieeders
as well as power quality in surrounding grids need to be
addressed in a new and serious way. The connection oI a
three-phase network results in a certain voltage unbalance,
which aIIects also other consumers and loads. The traction
load is relatively large, today it is common with power ratings
in the range oI 50-100MW per Ieeding transIormer. Negative
sequence current and voltage will be inevitably induced by
unsymmetrical Ieeding system oI traction transIormer in
power system, which will result in unacceptable negative-
phase sequence currents and voltages in the power system iI
no countermeasures were taken. For getting symmetrical
voltage and eliminating negative sequence components,
researchers have done a lot oI works in the grid and load,
which mainly includes two categories with improving the
traction power supply and installing reactive power
compensation devices. Among them, adopting alternate phase
change and balanced transIormer, V/v transIormer are belong
to improving traction power supply, classical reactive
compensation which including single phase Iixedly
compensate apparatus, single phase automatic tracking
compensation apparatus, three phase dynamic reactive
compensation apparatus etc. In Japan, balanced transIormer
and additional and multiIorm control measures were adopted,
such as Static Var Compensator (SVC), Static Var Generator
(SVG) etc|1,2|. Many SVC devices are installed in the
traction substation Ior balancing traction load in
Australia|3,4|. However, the principle oI SVC Ior balancing
traction load is based on Steinmetz circuit, which was put
Iorward by the Danish scholar C.P.Steinmetz. For traction
load balancing|5,6,7|, the system needs large installed
capacity oI compensation units base on the 'the Steinmetz
method.
This paper Iigures out the way how to minimize the
required capacity Ior balancing the traction load based on the
improved Steinmetz circuit.
Firstly, a new symmetrical circuit model based on the
improved Steinmetz circuit was built, which can not only
compensate the reactive power, but also dish the negative
sequence current produced by the unbalance loads.
Secondly, equations Ior satisIying symmetrical condition oI
voltage or current are got using the symmetrical components.
Using optimal theory, when the total required capacity was
the least, the general equation oI per-phase required power Ior
solution oI reactive power load compensation in non-
symmetry can be deduced.
Finally, Ior all kinds oI traction load, simulation was
adopted to get that the constructed circuit had less capacity
than the Steinmetz circuit. The total capacity is only
approximately 70 oI that used by the Steinmetz circuit. The
results conIirm the eIIectiveness oI the constructed circuit to
balance the traction load.
II. PRINCIPLE AND SHORTAGE OF STEINMETZ
COMPENSATION CIRCUIT
A. Steinmetz Compensation Circuit
The Steinmetz connection, see Fig.1, is used to Ior the
balancing. Traction load connected between the A phase and
C phases. In this circuit, the single phase load is modeled
with the load S
/
P
/
Q
/
, where P
/
is the active power oI the
traction load, and Q
/
is the reactive power oI the traction
load. Based on the general theory oI load balancing, it is then
necessary to have a capacitor connected between the A and
B phases and a reactor connected between the B and C
phases in order to balance a purely active load. For traction
load not only the asymmetry is compensated but also the
power Iactor is kept at 1. This is compensated, by adding a
capacitor between the C and A phases. In this circuit, the
traction load balancer is controlled to compensate the
negative phase sequence component in the current drawn
Irom the power grid, aIter which the power Iactor is
regulated to 1.
Fig.1 Steinmetz compensation circuit
II M
/
is the power Iactor angle oI the traction load, the
'Steinmetz Iormula relates the per phase reactive powers to
a set oI phase to phase reactive powers as Iollows:
1
tan
1
3
M =

= =

& / /
%& %/ /
4 3
4 4 3
According to eq.(1), the total capacity used by the
Steinmetz circuit is then given
2 2
tan
3
M
| |
= + + = +
|
\
%& %/ & / /
6 4 4 4 3
B. Shortage oI Steinmetz Compensation Circuit
Steinmetz circuit as shown in Fig.1, Iull balancing is
achieved, iI
1. The power Iactor oI the traction load is compensated to 1.
2. The total negative-phase sequence voltage is reduced to 0.
In accordance with 'the Steinmetz method, during 1987,
ABB installed a total oI nine SVCs Ior Power linking
Australia in their 132kV grid Ieeding power to an extensive
railway network Ior coal haulage located in east Central
Queensland. The nine compensators have an total dynamic
rating oI more than 600Mvar. Four ABB SVCs have been
supplied to a high-speed rail service between the Channel
Tunnel at Dover and St. Pancras Station in central London.
One SVC was installed at Sellindge, rated at 33kV, -
80/170Mvar, two SVCs were installed at Barking
Singlewell, rated at 25kV, -5/40Mvar per each SVC.
Electric Multiple Units may have power ratings in the range
oI 10MW, as can be seen that the system needs large
compensative capacity.
III. THE DESIGN OF OPTIMAL COMPENSATION
CAPACITY BASED ON THE IMPROVED STEINMETZ
CIRCUIT
A. Purpose oI the optimal compensation capacity
When a single-phase traction load is connected to a power
network, one essential condition is that the voltage
unbalance caused by this load on the power network must
not have a harmIul eIIect on other loads. Induction motors
are particularly sensitive, since they are subject to
supplementary losses when their voltage supply is
unbalanced. As is well known, voltage unbalance is
expressed, using symmetrical components, as the ratio
between the negative-sequence component and the positive
sequence component. In IEC publication it is mentioned that
motors shall be capable oI withstanding an unbalance oI
3 100 0.02
8
8
8
H

+
= =

The subscripts and denote the negative and positive

sequence components.
Similarly, current unbalance is expressed.
4 100
,
,
,
H

+
=

II we consider S
/
is the apparent power oI a traction load
and S
G
is the Iault level (short-circuit power) on the
connecting traction power supply system and the power grid,
we can get the Equation
|10|
.
/
8 ,
G
6
6
H H ~
Reduction oI negative sequence voltage and reactive
power compensation at the PCC are common targets Ior
correction in systems with SVC based on Steinmetz circuit.
ThereIore, the additional constraint equation can be
Iormulated as:
5
0
cos 1
H [
M
s s

s s

8
&
Where cos is the power Iactor oI the whole system
Iurnished with the SVC devices. The power Iactor limit C is
usually speciIied in the range oI 0.9-1. The voltage
unbalance limit is common speciIied in the range oI 0-2.
Eqs. (4)-(5) then give
6
0
cos 1 0 1
H [
M

s s

s s s s

/
,
G
6
6
& &
This paper investigates the way oI minimizing the total
power rating required Ior the balancing traction load with
SVC based on the improved Steinmetz method. In Fig.1, the
total power rating Ior balancing traction load can be deduced.
7
( , , )
%/ %& & %/ %& &
I 4 4 4 4 4 4 =
Where Q
BC
is the size oI the capacitor between the A and B
phases. Q
BL
is the size oI the reactor between the B and C
phases. Q
C
is the size oI the capacitor between the C and A
phases.
B. Mathematical equations oI the optimal compensation
capacity
Considering oI over compensation Ior Steinmetz method,
the reactive power Ior the compensated system is greater
than zero. The expression Ior this constraint is Iormulated as
Iollows:
8 0
%& %/ & /
4 4 4 4 + + + >
Suppose
9
G
/
6
6
]
P =
The system oI non-linear algebraic equations with the
constraint expressions eq. (6)-(9) gives Iull range oI possible
solutions Ior parameters oI the SVC based on the Steinmetz
method. The mathematical equations oI minimizing the total
power rating required Ior the balancing traction load based
on the improved Steinmetz method can be Iormulated as:
1
( , , )
. .
0
0
cos 0
H P
M
=

+ + + >

>

%/ %& & %/ %& &

%& %/ & /
,
0LQ I 4 4 4 4 4 4
V W
4 4 4 4
&
0
The solution oI the mathematical equations is shown in the
appendix. ReIerring the appendix, the optimal solution to
eq.(10) is represented by eq.(11).
11
2
2
2
2
min
1 1
( )
3 3
1 1 2
( )
3 3
1
( tan )
3
2 1 4
( tan )
3 3
2
, cos
2
P
P
P
M
P
M
H P M

+
=

= +

+
=

+
= +

= =

%& /
%/ /
& / /
/ /
,
&
4 3
&
&
4 3
&
&
4 3
&
&
4 3
&
&
C. REDUCTION OF THE CAPACITY COMPARED
TO CONVENTIONAL STEINMETZ METHOD
It can be seen that the compensation capacity oI phase to
phase is Iully consistent with the traditional Steinmetz circuit
when C1 and 0. The reduction oI compensation
capacity based on the optimal solution compared to the
traditional Steinmetz method is obtained. The result is as
Iollow
12
2
1 4
3
/
&
4 3
&
P +
= +
According to eq.(2) and eq.(12), we can get
1
2
1 4
100
2
3 tan
3
P
M
+
= =
| |
+
|
\
+
4
/
4 &
.
6
&
3
For high speed railway, EMUs (electric multiple unit)
are AC-DC-AC drive electric locomotives and
controlled by PWM method. The power Iactor oI the EMUs
is 1. So eq. (13) becomes
14
2
1 4
100
2 3
4
4 &
.
6 &
P +
= =
+
IV. SIMULATION STUDY
A. Simulation Ior optimal compensation capacity
Assume the traction load active power P
L
1.0p.u. The
power Iactor C oI the compensated system is in the range oI
0.9-1 and varies in the range oI 0-0.1. We can get
simulation results with MATLAB7.1 simulation tool.
The chart shown in Fig. 2 illustrates the reduction oI
compensation capacity A4 calculated Irom eq. (12).
(a)
A
Q




/
p
.
u
.
Limiting value oI power Iactor C
(b)
Fig.2 The curve oI AQ versus & and
The charts in Fig.2 show the parameters oI the limiting
value oI power Iactor C and limiting value oI current
unbalance versus the reduction capacity compared to the
traditional Steinmetz method with the optimal method. As
can be seen Irom Fig.2
1. when C1 and 0, the traction load is Iull balancing and
the negative sequence is complete eliminated. The
compensation capacity is nothing less compared with
Steinmetz method.
2. In Iact, the majority oI power systems can tolerate
negative sequence voltage levels Irom 0 to 2 oI the
nominal voltage and the power Iactor Irom 0.9-1. So, partial
balancing traction load can be applied in the systems. When
the limiting value oI current unbalance is constant, the
limiting value oI power Iactor C increases with the reduction
capacity AQ decreasing. When the limiting value oI power
Iactor C is constant, the limiting value oI current unbalance
increases with the reduction capacity AQ increasing.
So, we can get optimal compensation capacity by
regulating the limiting value oI the current unbalance and the
power Iactor respectively.
In Iact, the capacity oI traction transIormer at the PCC
must be considered. Assume the capacity oI traction
transIormer at the PCC and the traction load capacity ratio is
t, power systems can tolerate negative sequence voltage
levels Irom 0 to 2, according to eq. , negative
/
8 ,
G
6
6
H H ~
sequence current levels Irom 0 to 0.02t. ThereIore, t
,
H
increases with the range oI negative sequence current levels
increasing. On the other hand, t decreases with the range
,
H
oI negative sequence current levels decreasing.
,
H
B. Simulation Ior all kinds oI traction load
Assume t19.5, accordingly the value oI is the range oI
,
H
0 to 0.39 and the value oI is the range oI 0 to 0.551.
II the electric locomotive is AC-DC drive electric
locomotive with the rating oI 4.8MW and the power Iactor is
varied at 0.809, 0.97. The total compensation capacity is
separately S9.143Mvar, 7.867Mvar, 6.746Mvar Ior the
condition oI PF0.8, 0.9, 0.97 with traditional Steinmetz
method. The simulation result with optimal method as
Iollows.
0.9 0.91 0.92 0.93 0.94 0.95 0.96 0.97 0.98 0.99 1
0
0.5
1
1.5
2
2.5
3
3.5
4
4.5
5
0.5 5 1
0.4 1 9
0.2 8 7
0.1 5 5
0
limiting value of current unbalance limiting value of current unbalance limiting value of current unbalance limiting value of current unbalance
C
Fig.3 The curve oI AQ versus & and at PF0.8, S9.143Mvar
limiting value of power factor C limiting value of power factor C limiting value of power factor C limiting value of power factor C
limiting value of current unbalance limiting value of current unbalance limiting value of current unbalance limiting value of current unbalance
K K K K
Q Q Q Q

/ / / /

Fig.4 The curve oI K
Q
versus & and at PF0.8, S9.143Mvar
0.9 0.91 0.92 0.93 0.94 0.95 0.96 0.97 0.98 0.99 1
0
0.5
1
1.5
2
2.5
3
3.5
4
4.5
5
0.5 5 1
0.4 4 6
0.3 0 7
0.1 6 8
0
limiting value of current unbalance limiting value of current unbalance limiting value of current unbalance limiting value of current unbalance
Fig.5 The curve oI AQ versus & and at PF0.9, S7.867Mvar
0.9 0.91 0.92 0.93 0.94 0.95 0.96 0.97 0.98 0.99 1
0
5
10
15
20
25
30
35
40
45
50
0.5 5 1
0.4 4 6
0.3 0 7
0.1 6 8
0
limiting value of current unbalance limiting value of current unbalance limiting value of current unbalance limiting value of current unbalance
Fig.6 The curve oI K
Q
versus & and at PF0.9, S7.867Mvar
0.9 0.91 0.92 0.93 0.94 0.95 0.96 0.97 0.98 0.99 1
0
0.5
1
1.5
2
2.5
3
3.5
4
4.5
5
0.5 5 1
0.4 6 5
0.3 2 1
0.1 7 8
0
limiting value of current unbalance limiting value of current unbalance limiting value of current unbalance limiting value of current unbalance
Fig.7 The curve oI AQ versus & and at PF0.97, S6.746Mvar
0.9 0.91 0.92 0.93 0.94 0.95 0.96 0.97 0.98 0.99 1
0
5
10
15
20
25
30
35
40
45
50
0.5 5 1
0.4 6 5
0.3 2 1
0.1 7 8
0
limiting value of current unbalance limiting value of current unbalance limiting value of current unbalance limiting value of current unbalance
Fig.8 The curve oI K
Q
versus C and at PF0.97, S6.746Mvar
For high speed railway, the electric locomotive is AC-DC-
AC drive electric locomotive with the rating oI 10MW and
PF1. The total compensation capacity is S11.547Mvar
with traditional Steinmetz method. The simulation result
with optimal method as Iollows.
0.9 0.91 0.92 0.93 0.94 0.95 0.96 0.97 0.98 0.99 1
0
1
2
3
4
5
6
7
8
9
10
0.5 5 1
0.4 6 5
0.3 2 1
0.1 7 8
0
limiting value of current unbalance limiting value of current unbalance limiting value of current unbalance limiting value of current unbalance
Fig.9 The curve oI AQ versus & and at PF1, S11.547Mvar
0.9 0.91 0.92 0.93 0.94 0.95 0.96 0.97 0.98 0.99 1
0
5
10
15
20
25
30
35
40
45
50
0.5 5 1
0.4 6 5
0.3 2 1
0.1 7 8
0
limiting value of current unbalance limiting value of current unbalance limiting value of current unbalance limiting value of current unbalance
Fig.10 The curve oI K
Q
versus C and at PF1, S11.547Mvar
As shown by Fig.3 to Fig.10, the simulation results as
Iollows.
When varies Irom o to o.551, the reduction capacity
used by optimal method is approximately 0~50 oI that
used by traditional Steinmetz method. As the ratio oI the
short-circuit power and the traction load capacity is
gradually getting bigger and the power Iactor oI
compensated system is gradually getting smaller, the
reduction capacity used by optimal method oI that used by
traditional Steinmetz method is progressively greater. On the
other hand, as the ratio oI the short-circuit power and the
traction load capacity decreases and the power Iactor oI
compensated system increases, the reduction capacity used
by optimal method oI that used by traditional Steinmetz
method is progressive smaller. Comparing oI simulation
diagrams, we can conclude the reduction capacity used by
optimal method oI that used by traditional Steinmetz method
is gradually getting smaller with the power Iactor oI
compensated system increasing.
As the optimal method has the advantage oI spending less
compensation capacity, we can adopt optimal method to
balance traction load Ior AC electriIied railway.
V. CONCLUSIONS
This paper analyzes the shortcomings oI balancing single-
phase traction load with traditional Steinmetz circuit, and
proposed the way oI the optimal design oI compensation
programs Ior balancing single-phase traction load. The
theoretical basis Ior the optimal design is comprehensively
analyzed and provides the conditions and steps oI the
optimal design. The perIormance oI the optimal design is
carried out with the MATLAB simulation. A detail analysis
oI a number oI indicators Ior all kinds oI electric
locomotives with the optimal method is provided. The
simulation results show that optimization programs can be
optimized to achieve a good goal. This will reduce the
compensation capacity Ior balancing traction load compared
oI the traditional Steinmetz method and bring considerable
economic beneIits.
ACKNOWLEDGMENT
The authors acknowledge Iinancial supported by the
Special Research Foundation oI the National Railway
Ministry oI China (Grant No.2009J007-G) and the Beijing
Jiaotong University Science Foundation, China (Grant No.
2008RC032). The authors also thank the reIerees Ior the
detailed review on the technical correctness and presentation
quality.
REFERENCES
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capacitor and voltage source GTO inverter type compensators Ior
single phase Ieeders. Power Delivery, IEEE Transactions on, 1992,
7(2): 776-781.
|2| Zanini Plinio, LinhoIer Gerhard, Gaupp Osvin and Lochner Georg.
PowerIul static Irequency converters Ior transalpine rail routes.
ABB Review-The Corporate Technical Journal oI the ABB Group,
1995(5).
|3| LEDWICH G, GEORGE T A. Using phasors to analyze power
system negative phase sequence voltages caused by unbalanced
loads. Power Systems, IEEE Transactions on Power systems,
1994,9(3):1226-1232.
|4| Ledwich G, George T A. Negative-phase-sequence reduction with
adjacent static reactive-power compensators. Power Systems, IEE
Proc-Electric, 1994,4(5):259-263.
|5| S.Y. Lee and C.J.Wu.Reactive power compensation and load
balancing Ior unbalanced three-phase Iour-wire system by a
combined system oI an SVC and a series active Iilter. IEE. Proc.
Electr. Power Appl., Vol. 147, No.6 November 2000, pp.563-571.
|6| SUNDBERG Y. On the balancing oI single-phase loads on power
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APPENDIX
The mathematical analytic solution oI the optimal model
Ior balancing traction load is derived.
The relationship between the phase currents and line
currents in Fig.1 can be expressed in terms oI matrix is
15
AB A
BC B
C CA
1 0 1
1 1 0
0 1 1
, ,
, ,
, ,
( (
(
( (
(
=
( (
(
( (
(





Assume the optimal compensation capacity Q
BC
Q
BL
Q
C
oI phase to phase has the relation
16
BC 1 L
BL 2 L
C L 3 L
( tan )
0, 1, 2, 3
L
4 K 3
4 K 3
4 3 K
K L
M
=

> =

According to the Symmetrical component method,

.
3 1
2 2
M D = +
The current unbalance and power Iactor as Iollows:
17
( )
2
2
2 1 3 2 1
2
2 1 3
( 2 ) 3 2
1
2 1 ( )
H
(
+ +

=
+ +
,
K K K K K
K K K
18
2
2 1 3
1
cos
1 ( ) K K K
M =
+ +
Eqs. (10), (16) , (17) , (18) then give
19
( )
1 2 3 L 1 2 3 L
2
2
2 1 3 2 1
2
2 1 3
2
2 1 3
2 1 3
( , , ) ( tan )
. .
( 2 ) 3 2
1
0
2 1 ( )
1
0
1 ( )
0
0,
L
0LQ I K K K 3 K K K
V W
K K K K K
K K K
&
K K K
K K K
K L
M
P
= + +
(
+ +

s
+ +
>
+ +
+ >
> =1, 2, 3

So the optimal mathematical model becomes one non-

linear programming problem. According the Kuhn-Tucker`
conditions, optimal solution Ior this non-linear
programming problem is got, which as Iollows:
20
2
L
2
L
2
L L
2
min L L
1 1
( )
3 3
1 1 2
( )
3 3
1
( tan )
3
2 1 4
( tan )
3 3
2
, cos
2
%&
%/
&
,
&
4 3
&
&
4 3
&
&
4 3
&
&
4 3
&
&
P
P
P
M
P
M
H P M

+
=

= +

+
=

+
= +

= =