A

PROJECT STAGE-I REPORT

ON
“SIMPLIFIED POWER CONDITIONING SYSTEM FOR HIGH
SPEED RAILWAY TRACTION BY USING HALF BRIDGE
CONVERTER”

SUBMITTED IN PARITIAL FULFILLMENT OF THE

REQUIREMENT FOR THE DEGREE OF
BACHELOR OF ELECTRICAL ENGINEERING
SAVITIRBAI PHULE UNIVERSITY PUNE

BY

AKASH B. PARJANE (71817804B)

CHETANA H. BAGUL(71817319J)
MAYURI V. PATIL(71817826C)

UNDER THE GUIDANCE OF

Prof. S.D.Joshi

DEPARTMENT OF ELECTRICAL ENGINEERING

PES’s MODERN COLLEGE OF ENGINEERING,

PUNE -05

P.E.S. Modern College of Engineering, Pune B.E. Electrical

[1]
 PES’s MODERN COLLEGE OF ENGINEERING
Shivajinagar, Pune-5
DEPARTMENT OF ELECTRICAL ENGINEERING

CERTIFICATE

This is to certify that the project stage-I entitled “SIMPLIFIED POWER

CONDITIONING FOR HGH SPEED TRACTION BY USING HALF BRIDGE
CONVERTER” has been carried out successfully by

Students Name EXAM No.

1. Akash Baban Parjane 71817804B
2. Chetana Himmatrao Bagul 71817319J
3. Mayuri Vijay patil 71817826C

It is bonafied work carried out by them under supervision of Prof.S.D.Joshi and

is approved for the partial fulfillment of requirement of Savitribai Phule Pune
University , for Degree of Bachelor of Electrical Engineering.

Date: 16/12/2019

Prof. Dr. (Mrs.) N.R.Kulkarni (Prof.S.D.Joshi)

Head of Electrical Department

Signature of External Examiner

Date:

P.E.S. Modern College of Engineering, Pune B.E. Electrical

[2]
 Abstract

With the rapid development of Traction systems in India, power quality has
become a major concern. Locomotive load has some characteristics, such as large
instantaneous power, high power factor, low harmonic components etc. The four
quadrant operation is adopted by high speed locomotive which has high power factor;
however they generate lot of harmonic currents in broad spectral range. Since most
electric locomotives single phase rectified load, random fluctuations are frequent, so
large amounts of harmonic current produced by the electric traction power supply
system. As a result, harmonic content is increased, which lead to series of problems
including the overheating, reduce the life of transformer, the mis-operation of relay
protection device, these issues affects the safe and stable operation of traction supply
system.
After reviewing various methods of power conditioning in traction system, we
found that a half-bridge converter based railway static power conditioner is more
advantageous than other methods .It consists of two half bridges connected by
capacitors in series. As compared with traditional railway static power converters, the
half bridge converter needs only a pair of power switch legs and two capacitors. So
this conditioner can reduce half of the power switches, which can make it with lower
cost and less hardware complexity. A double loop control is proposed for HBRPC to
keep the dc-link voltage stable and achieve the dynamic tracking of the current
reference signals, while a balanced voltage control is used to eliminate the error of two
capacitor voltages and maintain the normal operation of HBRPC. Finally, simulation
and project result has verified the proposed structure and its control method effectively

P.E.S. Modern College of Engineering, Pune B.E. Electrical

[3]
 Contents
Sr.No Topic Page
1 Introduction 1
2 Literature Review 2
3 3.1 Need of Power conditioning in High speed railway System 5
3.2 Negative Sequence & Harmonic current in railway system 6
4 Compensation methods for Harmonic & Negative Sequence Current 7
4.1 Compensation Based on active filters 7

4.2 Compensation Based on SuperSMES 10

4.3 Compensation Based on Direct Power Control 13

4.4 Compensation Based on Railway static power conditioner 14

5 5.1 Compensation Based on Half-Bridge-Converter based Railway 17

Static power Conditioner
5.2 Mathematical Background for HBRPC Method 20
5.3 Compensation strategy of HBRPC 24
5.4 Project Simulation & Results 25
6 6.1 Plan of action 33

References 60

P.E.S. Modern College of Engineering, Pune B.E. Electrical

[4]
 List of Figures
Fig. No Title of the Figure Page No.

4.1 Shunt active filter used alone. 8

4.2 Series active filter used alone 8

4.3 Combination of shunt active filter and shunt passive 9

filter.
Combination of series active filter and shunt passive
4.4 9
filter

4.5
Active filter connected in series with shunt passive 9
filter
4.6 Configuration of the SMES 11

4.7 Possible Applications of the SMES 12

4.8 Direct power compensation scheme(DPC) 13

4.9 structure of power quality compensator(RPC) 15

5.1 Compensation System based on Half bridge converter 17

5.2 Traction Power currents before and after 19

compensation
5.3 Phasor diagram of the system without compensation 21

5.4 Phasor diagram after shifting active power and 22

compensating reactive power
5.5 Phasor diagram on the secondary side of the 23
transformer after compensation
5.6 24
Control block of HBRPC

5.7 26
Simulation diagram of before compensation

5.8 Traction Currents waveform before compensation 26

5.9 29
FFT analysis of THD before compensation

P.E.S. Modern College of Engineering, Pune B.E. Electrical

[5]
 List of Tables

Table Title of Table

Page No.
No.
Average value of the significant current harmonic before
1
compensation

2 Simulation Parameters

3 Experimental Parameters

Abbreviations

SVC Static VAR Compensator

SMES Superconducting magnet for energy storage

DPC Direct power Control

RPC Railway static power Conditioner

HBRPC half-bridge Railway static power Conditioner

NSC Negative Sequence Current

APQC Active power quality compensator

THD Total Harmonic Distortion

BV Balanced Voltage

P.E.S. Modern College of Engineering, Pune B.E. Electrical

[6]
CHAPTER 1
Introduction

1.1 Problem Statement :-

With the rapid development of high-speed railway power quality has become a
major concern for traction supply system. Compared with normal electrification
railway locomotive load, high-speed locomotive load has some characteristics, such as
big instantaneous power, high power factor, low harmonic components and high
negative sequence component, which causes serious adverse impact on power system,
such as increasing motor vibration and additional loss, reducing output ability of
transformers and causing relay protection misoperation. These adverse impacts
threaten the safety of high-speed railway traction supply system and power system.
Therefore, it’s necessary to take measures to suppress harmonic & negative sequence
current.

The characteristic of the electric traction system which converts a three-phase

symmetrical source to two independent single-phase sources can bring in a lot of
negative sequence current (NSC) into a three phase power grid. The four-quadrant
operation is adopted by high-speed locomotives which have a high power factor;
however, they will generate a lot of harmonic currents in a broad spectral range. These
harmonic currents would have much impact on the stable and economic operation of
the grid, which can increase power losses of the traction system, reduce the life and
reliability of the traction transformer, and lead to malfunctions of sensitive equipment.

1.2 Objective:-
1. Simulation Of Harmonics In IEEE Paper
2. Measuring harmonics generated in machine lab and its simulation
3. Providing mitigation
4. To suppress harmonic & negative sequence current.

1.3 Methodology:-
Half-bridge-converter-based (RPC) (HBRPC) which consists of two half-
bridge converters connected by two capacitors in series. Compared with the traditional

P.E.S. Modern College of Engineering, Pune B.E. Electrical

[7]
RPC, the HBRPC requires only a pair of power switch legs and two capacitors. Under
the premise of accomplishing the same function of RPC, the proposed conditioner can
reduce half of the power switches, which can make it with lower cost and hardware
complexity. A double-loop control is proposed for HBRPC to keep the dc-link voltage
stable and achieve the dynamic tracking of the current reference signals, while a
balanced voltage control is proposed to eliminate the error of two capacitor voltages
and maintain the normal operation of HBRPC.

P.E.S. Modern College of Engineering, Pune B.E. Electrical

[8]
CHAPTER 2
Literature Review

A number of papers published in well known IEEE journals and conferences

are reviewed; most of the literature discussed about Power conditioning methods in
railway Systems over the world. Various forecasting aspects concerning compensation
of harmonic & negative sequence current have been highlighted.

Hirofumi Akagi [1], have proposed the present status of active filters based on
state-of-the-art power electronics technology, and their future prospects and directions
toward the 21st century, attention has been paid to active filters for power conditioning
which provide the following multifunction’s: reactive power compensation, harmonic
compensation, flicker imbalance compensation, and or voltage regulation. Active
filters in a range of 50 MVA-60 MVA have been practically installed in Japan. In the
near future, the term “active filters” will have a much wider meaning than it did in the
1970’s. For instance, active filters intended for harmonic solutions are expanding their
functions from harmonic compensation of nonlinear loads into harmonic isolation
between utilities and consumers, and harmonic damping throughout power distribution
systems

Toshifumi Ise, Junichi Ishii and Sadatoshi Kumagai[2], have proposed a

SuperSMES is composed of inverters connected in series to power system and another
inverter in parallel, and superconducting magnet for energy storage. It is a universal
power quality controller because of its multi-purpose ability. The application presented
here aims at a general filtering system in large industrial power consumers. The
SuperSMES can provide sinusoidal and balanced voltage to loads which are sensitive
for voltage distortion and unbalancing. It also eliminates current harmonics and
unbalance in three phase lines of the distribution system, which flow upstream of the
connecting points

Alexander Bueno, Jose M. Aller, Jose A. Restrepo, Ronald Harley, and

Thomas G. Habetler[3], have proposed a general filtering and unbalance compensation
scheme for electric traction systems using a direct power control-based algorithm. For

P.E.S. Modern College of Engineering, Pune B.E. Electrical

[9]
a balanced three-phase three wire system, the proposed method is able to control the
power flow exchange between the grid and the load so that the instantaneous complex
power is maintained constant. As a consequence, any nonlinear unbalanced load is
seen by the three-phase supply as a balanced linear load. The proposed filter is
evaluated on power substations with open delta (V-V) and Scott transformer feeders
and for two-level and dual-converter in the power stage.

Natesan P, Madhusudanan G[4] have proposed Direct Power Compensator

method to eliminate the harmonic currents, compensate power factor and voltage
unbalance problems created by the nonlinear loads present in three phase systems. A
DPC contains back to back converter by sharing the same dc link power and v/v
transformer to provide a voltage balance in transmission line. Hysteresis harmonic
current controller is used to produce pulse for back to back converter. A controller
maintains the dc-link voltage and compensates the power factor, harmonic currents.

K.Madhu Sudhan, Prof. P. Shankar Babu[5], have proposed the designing of a

power quality compensator to solve the power quality problem of negative-sequence
and harmonic currents in high-speed railway traction systems. The proposed power
quality compensator is constituted by railway static power conditioner (RPC), two
thyristor-controlled reactors and two thyristor-controlled 3rd filters. The RPC contains
two converters which are connected back-to back by sharing the DC link and is only
used to transfer active power and suppress harmonics. The thyristor controlled3rd
filters are used to suppress 3rd harmonic current and change he phase angle of power
supply current. The Thyristor-controlled reactors are as the same used to change the
phase angle of power supply current. The proposed power quality compensator has
small capacity and low cost. Furthermore, based on the working principle of the
proposed power quality compensator, its equivalent electrical models are established
in fundamental and harmonic domain respectively. Simulation results are provided to
demonstrate that the negative-sequence currents is zero and the THD of power arm
current is reduced from 14% to 3%, after the proposed power quality compensator is
run.
Mingxing Tian,Yuqi Zhou and Hong Yan[6], have proposed the grid voltage of
the V/V power supply system for high-speed railway is distorted, the detection method

P.E.S. Modern College of Engineering, Pune B.E. Electrical

[10]
for harmonic and negative sequence current is complex, and there are errors in the
detection result. A method is proposed in order to solve these issues, which is capable
of carrying out fast and accurately comprehensive compensation for grid current
without the PLL circuit. During the detection process, a group of sine and cosine
function with arbitrary initial phase

angle is needed; the grid fundamental positive sequence voltage is extracted to

participate into the detection of fundamental active power component to obtain the
command signal. The calculation process is fast and simple and not affected by the
distorted grid voltage

Fujun Ma, An Luo, Xianyong Xu, Huagen Xiao, Chuanping Wu, and Wen
Wang[7], have proposed a half-bridge-converter-based railway static power
conditioner (RPC) (HBRPC) which consists of two half-bridge converters connected
by two capacitors in series. Compared with the traditional RPC, the HBRPC requires
only a pair of power switch legs and two capacitors. Under the premise of
accomplishing the same function of RPC, the proposed conditioner can reduce half of
the power switches, which can make it with lower cost and hardware complexity. A
double-loop control is proposed for HBRPC to keep the dc-link voltage stable and
achieve the dynamic tracking of the current reference signals, while a balanced voltage
control is proposed to eliminate the error of two capacitor voltages and maintain the
normal operation of HBRPC

Bryan Klingenberg [8] has proposed the utilization of fuzzy logic to analyze,
compare, and diagnose harmonic distortion indices in a power system.

After referring these papers we interpreted that using Half-bridge converter

method has a good effect on NSC compensation and harmonic current suppression &
greatly improving the power quality of high speed railway system.

P.E.S. Modern College of Engineering, Pune B.E. Electrical

[11]
CHAPTER 3
3.1 Need of Power conditioning in traction power supply System
With the progress of human civilization and increasing social communication,
there is a higher requirement on the rail transport, so high speed railway system has
the advantages of high speed and high capacity. To maintain reliability of railway
system power quality has become a major concern for traction supply system.
Compared with normal electrification railway locomotive load, high-speed locomotive
load has some characteristics, such as big instantaneous power, high power factor, low
harmonic components and high negative sequence component, which causes serious
adverse impact on power system, such as increasing motor vibration and additional
loss, reducing output ability of transformers and causing relay protection mis-
operation. These adverse impacts threaten the safety of high-speed railway traction
supply system and power system. Therefore, it’s necessary to take measures to
suppress harmonic.
The amount of negative-sequence currents depends on the topology of the traction
power system, in particular, the type of traction transformers used. Typical
transformers used include Scott transformers, Woodbridge transformers, three- phase
V/V transformers, impedance-matching balance transformers, etc. Scott transformers,
Woodbridge transformers are balanced transformers but three-phase V/V transformers
are unbalanced. When balanced transformers are used, no negative-sequence current is
injected into the public grid when two feeder sections consume the same power.
However, for the traction systems with three-phase V/V transformers, the negative
sequence current injected into the public grid is half of the positive- sequence current
even when two feeder sections consume the same power. The problem with this
topology is that a strategy to effectively compensate the negative-sequence and
harmonic currents needs to be developed.
Since most electric locomotives are single-phase rectifier load, random
fluctuations are frequent, large amounts of harmonic and negative sequence current
produced by the electric traction power supply system are injected into the power grid.
As a result, the grid voltage and current are asymmetrical and the harmonic content is
increased, which lead to a series of problems including the overheat of motor rotor in

P.E.S. Modern College of Engineering, Pune B.E. Electrical

[12]
power plant, the service life of transformer is shorten, the mis-operation of relay
protection device and so on, these issues have a great influence on the safe and stable
operation of power system

3.2 Negative Sequence & Harmonic current in traction system

In a perfectly balanced system, no negative phase sequence currents would
exist. However, it is virtually impossible to achieve this perfectly balanced system in
practice and so these negative phase currents need to be considered. Line voltage
imbalances caused by electrical faults or imbalanced loads lead to current imbalances
in each conductor. Therefore, the magnetic coupling between windings becomes
uneven. A counter rotating field (in respect to the main field) will now exist and the
resultant field will cause undesirable eddy currents to flow. The consequences of this
for generators will be a loss of torque or depending on the load, will increase the
current for the same slip speed and hence raise the temperature of the alternator
In a rotating machine, the negative sequence current vector rotates in the same
direction as the rotor. It is the magnetic flux produced by the negative sequence
current that rotates in the reverse direction of the rotor. Thus, the rotor cuts through the
flux at twice the synchronous speed, and the induced current in the rotor is twice the
line frequency. Regarding measurement of negative sequence, it is measured by the
negative sequence filters within the relays. The net torque is reduced and if full load is
still demanded, then the motor will be forced to operate at a higher slip, thus
increasing the rotor losses and heat dissipation.
Harmonics-use of power electronics devices and non linear load in traction
system generates large amount of unwanted frequency component these component
are called harmonics, these are integral multiple of fundamental frequency. Converter
used in traction system and switched mode power supply are main source of
harmonics even harmonics present in system are easily reduced because of their
symmetrical nature but odd harmonics of low order cause distortion and poor
performance. Flow of higher order harmonic current result in false or enormous
tripping of relay and reduction in efficiency of traction transformer due to enormous
amount of iron and core losses. Harmonics in traction system are measured with
harmonics analyzer.

P.E.S. Modern College of Engineering, Pune B.E. Electrical

[13]
CHAPTER 4
Compensation methods for Harmonic & Negative Sequence Current
in Traction power supply System

Following are the various methods of NSC and Harmonic current compensation
implemented

4.1 Compensation Based on active filters

4.2 Compensation Based on SuperSMES
4.3 Compensation Based on Direct Power Control
4.4 Compensation Based on Railway static power conditioner

4.1 Compensation based on active filters

Active filters for power conditioning which provide the following

multifunction reactive power compensation, harmonic compensation, flicker
unbalance compensation, and or voltage regulation. Active filters in a range of 50
KVA-60 MVA have been practically installed in Japan. In the near future, the term
“active filters” will have a much wider meaning than it did in the 1970’s. For instance,
active filters intended for harmonic solutions are expanding their functions from
harmonic compensation of nonlinear loads into harmonic isolation between utilities
and consumers, and harmonic damping throughout power distribution systems.
The main purpose of the active filters installed by individual consumers is to
compensate for current harmonics and or current imbalance of their own harmonic-
producing loads. On the other hand, the primary purpose of active filters installed by
utilities in the near future is to compensate for voltage harmonics and/or voltage
imbalance, or to provide “harmonic damping” throughout power distribution systems.
In addition, active filters have the function of harmonic isolation at the utility-
consumer point of common coupling in power distribution systems. [1]

P.E.S. Modern College of Engineering, Pune B.E. Electrical

[14]
 Classification of active filters

Fig.4.1 shows a system configuration of a shunt active filter used

alone, which is one of the most fundamental system configurations. The shunt active
filter is controlled to draw a compensating current from the utility, so that it cancels
current harmonics on the ac side of a general-purpose thyristor rectifier with a dc link
inductor or a PWM rectifier with a dc link capacitor for traction systems. The shunt
active filter has the capability of damping harmonic resonance between an existing
passive filter and the supply impedance

Fig.4.1 Shunt active filter used alone [1]

Fig.4.2 shows a system configuration of a series active filter used

alone. The series active filter is connected in series with the utility through a matching
transformer, so that it is applicable to harmonic compensation of a large capacity diode
rectifier with a dc link capacitor.

Fig.4.2 Series active filter used alone [1]

Figs. 4.3-4.5 show three types of hybrid active and passive filters, the main
purpose of which is to reduce initial costs and to improve efficiency. The shunt passive
filter consists of one or more tuned LC filters and or a high-pass filter. The combined

P.E.S. Modern College of Engineering, Pune B.E. Electrical

[15]
filters, shown in Fig. 4.4 and in Fig. 4.5 will be practically applied in the near future,
not only for harmonic compensation but also for harmonic isolation between supply
and load, and for voltage regulation and imbalance compensation. They are considered
prospective alternatives to shunt or series active filters used alone

Fig.4.3 Combination of shunt active filter and shunt passive filter [1]

Fig.4.4 Combination of series active filter and shunt passive filter [1]

Fig.4.5 Active filter connected in series with shunt passive filter [1]

P.E.S. Modern College of Engineering, Pune B.E. Electrical

[16]
4.2 Compensation Based on SuperSMES

A SuperSMES is composed of inverters connected in series to a power

system and another inverter in parallel, and a superconducting magnet for energy
storage. It is a universal power quality controller because of its multi-purpose ability.
The application presented here aims at a general filtering system in large industrial
power consumers. The SuperSMES can provide sinusoidal and balanced voltage to
loads which are sensitive for voltage distortion and unbalancing. It also eliminates
current harmonics and unbalance in three phase lines of the distribution system, which
flow upstream of the connecting point.
There are two types of applications for SMES, in which SMES has
unmatched advantage among existing other devices. One is applications in power
transmission system for transmission grid control and stability enhancement. Another
type of applications of SMES is with large industrial power consumers connected to a
relatively weak grid. The target of this method is the second type.
Among the second type applications, much attention has been paid on
voltage dip compensation for voltage sensitive load by a Micro Superconducting
Magnetic Energy Storage (Micro-SMES). This method aims at another application on
power quality issues. One of purposes of the system is supplying sinusoidal and
balanced voltage to loads which are sensitive for voltage distortions. There are voltage
harmonics and unbalancing to some extent in distribution system, and some loads are
affected from the distortion and unbalancing. Another purpose, of the system is
compensating harmonic and unbalanced current caused by non-linear loads and single
phase loads. The system aims at such a general filtering system. The filtering system
requires some small energy storage device to compensate above mentioned distortions
and unbalancing of voltage and current. Conventional active power filters use
capacitors for the energy storage device, but larger capacity is required to compensate
not only harmonics but also unbalanced voltage and current, which are negative
sequence components in three phase system. As a superconducting magnet has higher
energy density than a capacitor, it is preferable to use a superconducting magnet for
compensation of negative sequence voltage and current. [2]

P.E.S. Modern College of Engineering, Pune B.E. Electrical

[17]
 The SuperSMES has the configuration on composed of a parallel inverter, a series
inverter, a superconducting magnet for energy storage and a chopper circuit for
interfacing between the superconducting magnet and dc link of inverters. The voltage
injected from the series inverter and the current injected from the parallel inverter can
be controlled independently, and are controlled to compensate voltage and current
distortions and unbalancing.

Fig.4.6 Configuration of the SuperSMES [2]

The configuration of the SuperSMES is shown in Fig.4.6. The active

and reactive power from the series inverter, that is Ps and Qs, and the output active
and reactive power from the parallel inverter, that is Pp and Qp, can be controlled
independently. These powers can be utilized for purposes of transmission and
distribution system control. The parallel inverter charges the superconducting magnet
current from zero to a specified value and maintains the average current at a certain
value supplying losses of the SuperSMES
system. The chopper is controlled to keep the dc voltage of inverters at a specified
value. The series inverter is controlled to compensate harmonic and negative sequence
voltage and the parallel inverter is controlled to compensate harmonic and negative
sequence current
There are two configurations for SuperSMES; the circuit using voltage
source inverters as shown in Fig.4.6 and current source inverters. In the case using
current source inverters, the current of the superconducting magnet flows through all
inverters, but the magnet current flows through only the chopper circuit in the case

P.E.S. Modern College of Engineering, Pune B.E. Electrical

[18]
using voltage source inverters. As lower conduction losses of switching devices can be
expected, the circuit using voltage source inverters was chosen as shown in Fig.4.6.

Fig. 4.7 Possible Applications of the SuperSMES [2]

Fig.4.7 shows possible applications of the SuperSMES under several
conditions. Fig.4.7 (a) shows an application for fundamental frequency. The series
inverter performs power system stabilizing control and the parallel inverter performs
compensation of bus voltage and load power fluctuation Fig.4.7 (b) shows an
application for harmonic frequency, where the series and parallel inverter perform
compensation of voltage and current harmonics. Fig4.7 (c) shows an application of
keeping and compensating voltage under fault conditions

P.E.S. Modern College of Engineering, Pune B.E. Electrical

[19]
4.3 Compensation Based on Direct Power Control

Power quality problems in power systems have been increased due to

nonlinear loads. To compensate these problems Direct Power Compensator was
proposed in this method shown in Fig.4.8. A Direct Power Compensator (DPC) is
proposed in this method to eliminate the harmonic currents, compensate power factor
and voltage unbalance problems created by the nonlinear loads present in three phase
systems. Fig. 4.8 shows a DPC contains back to back converter by sharing the same dc
link power and V/V transformer to provide a voltage balance in transmission line.
Hysteresis harmonic current controller is used to produce pulse for back to back
converter. A controller maintains the dc-link voltage and compensates the power
factor, harmonic currents [3]

Fig. 4.8 Direct power compensator scheme [3]

On balanced three-phase systems feeding balanced linear loads, the

instantaneous active and reactive terms of the complex power are constant and equal to
p(t) = 3VI cos(φ) and q(t) = 3VI sin(φ), whereas for similar balanced three-phase
systems, the instantaneous active and reactive power with unbalanced nonlinear loads
contains average and oscillating terms. To compensate for load imbalance and reduce
harmonic injection from the load to the supply system, the proposed controller, shown
in Fig.4.8 is aimed at keeping constant the instantaneous active and reactive power
exchange with the supply. This is achieved with a shunt active filter directly connected

P.E.S. Modern College of Engineering, Pune B.E. Electrical

[20]
to the power system using a voltage step-up filter transformer. For the railway
application, the power stage in the filter is a three-phase voltage source converter
(VSC) with a rating between 10% and 15% of the distribution transformer rated
power.
The controller computes the total instantaneous active and reactive power
taken by the combination of traction system and filter. In the proposed compensation
scheme, the controller selects the converter voltage Vr required to keep constant the
total instantaneous active and reactive power drawn from the grid, acting in this way
as a three-phase current balancer and harmonic filter.
The DPC-based compensation scheme reduces negative sequence currents
injected by an uncompensated electric traction system using any power transformer
connection. This technique can be used to reduce the current THD to values
complying with international regulations, and additionally regulates the power factor
observed in the common coupling point between the traction substation and the grid

4.4 Compensation Based on Railway static power conditioner (RPC)

As shown in Fig.4.9 power quality compensator is constituted by railway static

power conditioner (RPC), two thyristor-controlled reactors and two thyristor-
controlled 3rd filters. The RPC contains two converters which are connected back-to
back by sharing the DC link and is only used to transfer active power and suppress
harmonics. The thyristor controlled3rd filters are used to suppress 3rd harmonic
current and change the phase angle of power supply current. The Thyristor-controlled
reactors are as the same used to change the phase angle of power supply current. The
proposed power quality compensator has small capacity and low cost. Furthermore,
based on the working principle of the proposed power quality compensator, its
equivalent electrical models are established in fundamental and harmonic domain
respectively [5]

P.E.S. Modern College of Engineering, Pune B.E. Electrical

[21]
 Fig.4.9 structure of power quality compensator [5]

The structure of proposed power quality compensator which suitable for high-
speed electrified railway system is shown in Fig.4.9. The compensator is constituted
by the three parts: railway power regulator consisting of two single phase H bridge
inverter which is linked by the capacitor CR1 and CR2; two sets of thyristor-controlled
reactor constituting by the inductors L3 and L4; two sets of thyristor-Controlled 3rd
single tuned filter constituting by the inductors L1, L2 and capacitor C1, C2. The
transformer is a single-phase three-winding step down transformer.
The railway power regulator makes a connection with two power
supply arms of the V/V traction transformer's second side by step-down transformer.
Thyristor-controlled 3rd single-tuned filter is installed under a phase-leading power
arm. Thyristor-controlled Reactor is installed under b phase-lagging power arm. When
the locomotive load is under A power arm, the 3rd filters composed of L1, C1 and
inductor L3 are switching on respectively. When the locomotive load is under B power
arm, then 3rd filters composed of L2, C2 and inductor L4 are switching on
respectively. In this new structure, in order to reduce the capacity of active part of

P.E.S. Modern College of Engineering, Pune B.E. Electrical

[22]
RPC and improve the stability of entire compensation system, RPC is only used to
transfer active power.
The thyristor-controlled reactor and 3rd filters provide reactive
power. And here thyristors only play the role of switch, so they do not generate
additional harmonics. Because the 3rd filter is capacitive in fundamental wave,
thyristor-controlled 3rd filters and thyristor-controlled reactor are equivalent to the
function of SVC, which can provide capacitive and inductive reactive power for power
supply system. In Fig.4.9 IA, IB, IC means the three-phase current of the original edge
of the traction transformer V/V; Ia, Ib , Ic means the three-phase current of the Vice-
edge.[5]
A new power quality compensation system which is composed of the
railway power conditioner (RPC), two sets of thyristor-controlled reactor and 3rd
thyristor control filter. The proposed system can be used to compensate negative-
sequence current and suppress harmonic current in high-speed electrified railway.

P.E.S. Modern College of Engineering, Pune B.E. Electrical

[23]
CHAPTER 5
5.1 Compensation Based on Half-Bridge-Converter based Railway
Static power Conditioner

Fig 5.1 shows a half-bridge-converter-based railway static power conditioner

(RPC) (HBRPC) which consists of two half-bridge converters connected by two
capacitors in series. Compared with the traditional RPC, the HBRPC requires only a
pair of power switch legs and two capacitors. Under the premise of accomplishing the
same function of RPC, the proposed conditioner can reduce half of the power
switches, which can make it with lower cost and hardware complexity. A double-loop
control is proposed for HBRPC to keep the dc-link voltage stable and achieve the
dynamic tracking of the current reference signals, while a balanced voltage control is
proposed to eliminate the error of two capacitor voltages and maintain the normal
operation of HBRPC

Fig.5.1 Compensation System based on Half-bridge converter [7]

P.E.S. Modern College of Engineering, Pune B.E. Electrical

[24]
 A simplified railway power compensator based on half-bridge structure is
proposed as shown in Fig.5.1. As can be seen in Fig.5.1, 220-kV three phase high
voltages is stepped down into two single-phase power supply sources at a rank of 27.5
kV by a V/V transformer. Two converters of HBRPC are connected to the V/V
traction transformer’s secondary power arms through the output inductors and step-
down transformers. In HBRPC, The ground of two traction power arms is connected to
the midpoint of two capacitors by a step-down transformer. [7]
HBRPC is made of two power switch legs and two dc link capacitors,
and two switch legs are connected to each other by two capacitors in series. So, this
power conditioner is essentially two back-to-back half-bridge converters, and one
converter can be dealt with rectification to absorb energy and charge the dc-link
capacitors while the other can be treated with inversion to release energy and
discharge the dc-link capacitors; then, a dynamical energy balance can be achieved.
So, HBRPC has the ability of transferring active power to the traction power arms. If
HBRPC can adopt a reasonable control strategy to adjust the output voltage and
current of two half bridge converters, it would achieve the purpose of transferring
active power from one power arm to the other, compensating NSC and suppressing
harmonic currents. Compared with RPC, this topology of HBRPC can reduce a pair of
switch legs which has four power switches. Under the premise of completing the same
function of RPC, HBRPC can reduce the cost, hardware complexity, and power losses.
However, the switch voltage stress of HBRPC would double, and the equivalent
switching frequency would reduce by 50%, which can increase harmonic content
A comprehensive compensation system HBRPC has been presented for power
quality of the high-speed railway, which is based on two half-bridge converters.
Compared to RPC, the number of power switches is reduced, so the cost, hardware
complexity, and power losses are reduced correspondingly. A real-time reference
detection method for NSC and harmonic currents under V/V traction system has been
presented, and the hysteresis control is adopted to achieve fast tracking of the current
reference and improve the dynamical compensation performance. Considering the dc-
link voltage balance of two capacitors, a BV control has been proposed to eliminate
the voltage imbalance and reduce the unbalanced influence on system performance.

P.E.S. Modern College of Engineering, Pune B.E. Electrical

[25]
Fig.5.2 Traction Power currents before and after compensation [7]

P.E.S. Modern College of Engineering, Pune B.E. Electrical

[26]
5.2 Mathematical Background for HBRPC Method

5.2.1 Analysis for Negative Sequence Currents

The right feeder section in Fig. 5.1 is denoted as Phase α and the left feeder
section as Phase β. The corresponding phases on the primary side are denoted as Phase
A and Phase B, respectively.
Assume that the three-phase voltages of the power grid are
UA=Uej0
(1)
UB=U-ej120

UC=Uej120
Since the high-speed railway locomotives are often driven by four-quadrant
PWM converters, the power factor of the two feeder sections is nearly 1. It is also
assumed that the load currents are purely sinusoidal for the moment. The
(fundamental) currents of both feeder sections are in phase with UAC and U BC,

respectively, and can be expressed as

IL  IL fe j 30

IL  IL fe j 90 (2)

Where IL f denotes the rms value of Phase A (fundamental) current and IL f
is the rms value of Phase B (fundamental) current. The three-phase currents of the
power grid are then

IL f  j 30
IA  e
Kv
IL  f j 90
IB  e (3)
Kv
 IL f  j 30 IL  f  j 90 
IC    e  e 
 Kv Kv 

Where Kv is the ratio of V/V transformer

The phasor diagram of the system without compensation is shown in Fig.5.3. It can be
seen from Fig. 5.3 that the three phase currents of the grid are not balanced. Phase A

P.E.S. Modern College of Engineering, Pune B.E. Electrical

[27]
current lags Phase A voltage by 30◦; Phase B current leads Phase B voltage by 30◦.
The three-phase currents include significant negative-sequence components.

Fig.5.3 Phasor diagram of the system without compensation.

Define the ratio of negative-sequence rms current to the positive-sequence rms

current in the three phase currents as K, which is often called the current unbalance
index. Then

I I 2 L f  I 2 L f  IL f .IL f
K  100%
I IL f  IL f

1  n2  n
 (4)
1 n
Where

IL  f
n , if IL f > IL f
IL f

IL f
n , if IL f ≤ IL f
IL  f
Since 0 < n ≤ 1, it can be seen that 50% ≤ K ≤ 1 when the system is not compensated,
according to (4).

5.2.2 Shift of Active Power

P.E.S. Modern College of Engineering, Pune B.E. Electrical

[28]
 Assume that the loss in the RPC power semiconductor devices is
negligible. The RPC can shift half of the current difference of the two section currents

from the heavily loaded section to the lightly loaded section. Fig. 5.4 shows the phasor
diagram when the

RPC shifts ΔI = (1/2) ( IL f − IL  f ) from Phase α to Phase β. Note that the current
shifted is purely active. This brings the currents of Phase A and Phase B to

I  j 30 1
I 'A  I A  e   IL f  IL f  e j 30
Kv 2 Kv
(5)
I  j 90 1
I 'B  I B  e   IL f  IL f  e j 90
Kv 2 Kv

Phase A and Phase B now have the same rms but Phase C does not. The
current unbalance index is 50% at the moment. Moreover, Phase A current lags Phase
A voltage by 30◦; Phase B current leads Phase B voltage by 30◦ and Phase C current is
in phase with Phase C voltage.

Fig.5.4 Phasor diagram after shifting active power and compensating reactive
power.

5.2.3 Compensation of Reactive Power & Harmonic Currents

In order to make the three phase currents balanced, it is necessary to add
certain reactive current to Phase α and Phase β to shift the phase angle of the currents
to be in phase with the phase voltage. It can be seen from Fig. 5.5 that the reactive
current to be compensated by the converters (see from the three-phase side) should be

P.E.S. Modern College of Engineering, Pune B.E. Electrical

[29]
 1
( IL f  IL  f ) tan 300 (6)
2 Kv

Phase α generates reactive power and Phase β consumes reactive power. This
brings the three-phase currents IA”, IB” and IC” on the grid side balanced and in phase

with the grid phase voltages, respectively. Hence, the power factor on the grid
side is unity. The peak value of the three-phase currents IA”, IB” and IC” is

2 2 2
( IL f  IL f )   ( IL f  IL f ) (7)
2 Kv 3 3Kv

Fig. 5.5 Phasor diagram on the secondary side of the transformer after
compensation.

The phasor diagram on the secondary side of the V/V transformer after shifting
the active power and compensating the reactive power is shown in Fig. 5.5. The
corresponding phase currents on the secondary side are

2
i f  ( IL f  IL  f ) sin(t )
3
(8)
2
i f  ( IL f  IL  f ) sin(t  120)
3
Hence, the compensating currents of the two HBRPC converters can be obtained as
ir  i f  iL
ir   i  f  iL (9)

P.E.S. Modern College of Engineering, Pune B.E. Electrical

[30]
 The positive direction of the compensating currents is the direction when the
currents flow into the HBRPC. Analysis is mainly done under the assumption that the
load currents are purely sinusoidal. If this is not the case, then the harmonic
components are automatically routed to the HBRPC converters, according to (9),

because the currents i f and i f

flowing through the V/V transformers only contain fundamental components. No extra
actions are needed to suppress harmonics.

5.3 Compensation strategy of HBRPC

Fig.5.6 Control block of HBRPC

Therefore, the control diagram of HBRPC can be constructed as Fig.5.6, which is

made of current inner loop, dc-link voltage outer loop, and BV control. As the back-to-
back converters share the same dc-link capacitors, thus, the voltage should be
maintained by two converters to ensure that the loss of the power module is shared by
two power supply arms. In order to maintain the stability of the dc-link voltage, a PI
controller for dc-link voltage outer loop is used, and the output I out of the regulator is
multiplied by two sync signals, respectively, to obtain the dc-link voltage regulation
signals [Iout sin(wt −30◦), Iout sin(wt − 90◦)] of α- and β-phase converters of HBRPC.

So, the current command signals iαr and iβr of the two converters can be obtained by

superimposing the dc-link voltage regulation signals with the NSC and harmonic
current reference instruction i*Cα and i*Cβ which are obtained from the detection link.
A BV control is proposed to maintain the voltage balance of two capacitors. The

P.E.S. Modern College of Engineering, Pune B.E. Electrical

[31]
output ΔV out of BV control can intentionally strengthen some power switch turning-
on to increase or decrease the corresponding capacitor voltage. Then, it would
eliminate the dc-link voltage imbalance and reduce the voltage ripple, current
distortion, and other problems. In order to achieve fast track for inner-loop current, the
fuzzy control is used to control the output currents of two converters to track the
reference signal rapidly. As a result, harmonic current compensation can be achieved,
and the dc link voltage can be maintained stably.

5.4 Simulation & Results

In order to verify the IEEE Paper and its control method, the simulation diagram
of HBRPC by using MATLAB 10 software is built. Assume that the power loads of a-
and b-phase traction power arms of different wattage energies by single phase supply,
respectively. Here, a load model is linear resistors.

Simulation diagram of before compensation

P.E.S. Modern College of Engineering, Pune B.E. Electrical

[32]
Ia and Ib represents a and b phase traction power currents for compensated and
uncompensated circuit.
The load power currents of two traction power arms before compensation shows in
Fig.5.8

For calculation of THD we use FFT analysis tool. FFT analysis also provides 3 rd,
5th, 7th, 9th harmonics data of both circuits. So we observed that the harmonics level is
effectively reduced

Harmonic I-3rd I-5th I-7th I-9th

Current % % % %
Percentage 28 16 12 9

Table 1 Average value of the significant current harmonics before

compensation

P.E.S. Modern College of Engineering, Pune B.E. Electrical

[33]
Simulation Parameters
Table-3
Parameters Values
The Source voltage 27.5KV
Kv 27.5:1
Lα and Lβ 0.5mH
R1&R2 5Ω
L1 40mH
L2 45mH

P.E.S. Modern College of Engineering, Pune B.E. Electrical

[34]
CHAPTER 6
6.1 Plan Of action
Step 1:- Simulation of Harmonics in Traction
Step 3:- Measuring harmonics of machines lab
Step 4 :- Simulation on MATLAB to get the measured harmonic content
Step 3:- Design of the filter to eliminate harmonics (simulation)

P.E.S. Modern College of Engineering, Pune B.E. Electrical

[35]
References:
[1] Hirofumi Akagi, “New Trends in Active filters in Power conditioning”, IEEE
TRANSACTIONS ON INDUSTRY APPLICATIONS, Volume 32, No.6, page
1312-1322, November December1996.
[2] Toshifumi Ise, Junichi Ishii and Sadatoshi Kumagai,” Compensation of Harmonics
and Negative Sequence Components in Line Current and Voltage by a
SuperSMES”, IEEE TRANSACTIONS ON APPLIED SUPERCONDUCTIVITY,
VOL.9, NO.2, Page 334-337,JUNE 1999
[3] Alexander Bueno, Jose M. Aller, Jose A. Restrepo, Ronald Harley, and Thomas G.
Habetler,” Harmonic and Unbalance Compensation Based on Direct Power
Control for Electric Railway Systems” IEEE TRANSACTIONS ON POWER
ELECTRONICS, VOL. 28, NO. 12,Page 5823-5831, December 2013
[4] Natesan P, Madhusudanan G,”Compensation of Power Quality Problems in
Traction Power System Using Direct PowerCompensator”,2014 IEEE
International Conference on Innovations in Engineering and Technology
(ICIET’14), vol.3, Page 277-280, 3 march 2014
[5] K.Madhu Sudhan, Prof. P. Shankar Babu, “SIMULATIOIN AND MODELLING
OF A POWER QUALITY COMPENSATOR FOR NEGATIVE SEQUENCE
AND HARMONIC CURRENTS IN HIGH SPEED ELECTRIC RAILWAY”,
International Journal of Advanced Trends in Computer Science and Engineering,
Vol.2, No.1, Pages: 496 - 501 (2013)
[6] Mingxing Tian,Yuqi Zhou and Hong Yan,” Comprehensive Compensation Method
for Harmonics and Negative Sequence Current in High-speed Railway under Grid
Voltage Distortion”, International Journal of Control and Automation, Vol.7, No.7
Pages:191-202 (2014),
[7] Fujun Ma, An Luo, Xianyong Xu, Huagen Xiao, Chuanping Wu, and Wen
Wang,”A Simplified Power Conditioner Based on Half-Bridge Converter for
High-Speed
Railway System”, IEEE TRANSACTIONS ON INDUSTRIAL ELECTRONICS,
VOL. 60, NO. 2, Page:728-738, , FEBRUARY 2013

P.E.S. Modern College of Engineering, Pune B.E. Electrical

[36]
[8] Bryan Klingenberg, “A Time-Varying Harmonic Distortion Diagnostic
Methodology Using Fuzzy Logic” *
[9] An Luo, Chuanping Wu, John Shen, Zhikang Shuai, Fujun Ma,” Railway Static
Power Conditioners for High-speed Train Traction Power Supply Systems Using
Three-phase V/V Transformers”, IEEE TRANSACTIONS ON POWER
ELECTRONICS, VOL. 26, NO. 10, Page 2844-2856, OCTOBER 2011.
[10] Chenmeng Zhang, Baichao Chen, Chao Cai, Mengkui Yue, Cuihua Tian, Bo
Chen, Jiaxin Yuan, Jiabin Jia,” Novel Collaboration Compensation Strategy of
Railway Power Conditioner for a High-Speed Railway Traction Power
Supply System”, UKACC International Conference on Control 2012 Cardiff, UK,
3-5, Page 731-736, September 2012.
[11] Karuppanan P and Kamala Kanta Mahapatra, “PI, PID and Fuzzy logic controller
for Reactive Power and Harmonic Compensation”, ACEEE Int. J. on Electrical
and Power Engineering, Vol. 01, No. 03, Page 54-58, Dec 2010.
[12] Jin Li, Xiangzheng Xu,” Study on Harmonic Control for Electrified Railway”,
International Journal of Advancements in Computing Technology, Volume4,
Number14, Page160-169, August 2012.
[13] Mridula sharma, manish soni, “Review of Power quality issues for traction
system”, International Journal of Emerging Technology and Advanced
Engineering, Volume 3, Issue 8, page 450-453, August 2013.
[14] B. Pakkiraiah, L. Raja,” Negative Sequence and Harmonic Currents
Compensation
in High-Speed Electric Railway”, Journal of Environmental Science, Computer
Science and & Technology Page 251-260 Vol.3.No.1, December 2013-
February 2014.
[15] Mihaela Popescu, Alexandru Bitoleanu, Mircea Dobriceanu,” Harmonic Current
Reduction in Railway Systems” WSEAS TRANSACTIONS on SYSTEMS, Page
689-698 Issue 7, Volume 7, July 2008.
[16] http://www.alldatasheet.com

P.E.S. Modern College of Engineering, Pune B.E. Electrical

[37]
P.E.S. Modern College of Engineering, Pune B.E. Electrical
[38]