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Damping torsional oscillations in large turbo-generators using Thyristor

Controlled Braking Resistors

Conference Paper · January 2009

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 Damping Torsional Oscillations in Large Turbo-
Generators Using Thyristor Controlled
Braking Resistors
R. M. Hamouda Z. R. AlZaid
Electrical Engineering. Department, Saudi Electricity Company,
King Saud University, P.O.B 22955, Riyadh 11416, KSA
P.O.B 800, Riyadh 11421, KSA zrzaid@gmail.com
rhamouda@ksu.edu.sa
Abstract- This paper presents a method for damping
torsional oscillations in large turbo generator using Thyristor
Controlled Braking Resistor (TCBR). The study is performed on
system-1 of the second IEEE benchmark for simulation of Sub-
Synchronous Oscillations, using eigenvalue analysis and verified
by detailed digital simulation. A dynamic fundamental
frequency model for TCBR is developed. The pole placement
technique is used to design the control system of TCBR. The
shaft torque’s following a disturbance is computed and analyzed.
The obtained results indicate that substantial damping is
achieved not only for the torsional oscillatory modes but also for
the inertial mode by using the proposed control system.
Keywords: Torsional Oscillations, Tyristor Controlled
Braking Resistor
I. INTRODUCTION
The adequate operation of power systems requires a
transfer of larger blocks of power over longer distances. One
of the most economical methods usually used to increase the
power transfer capability of EHV transmission lines in the
insertion of series capacitors [1]. The presence of series
capacitors has given rise to the phenomenon of Sub-
Synchronous Resonance (SSR) [2]. As a result of switching
and other disturbances in the series compensated power
system, the turbine generator (T-G) set experiences torsional
oscillations in the sub-synchronous frequency range (2 –
45Hz). The main concern with the torsional oscillation of T-G
set is the possibility of shaft damage as a result of torsional
stresses. Review of the literature reveals that many counter
measures to this phenomenon have been reported [3-9].
However, there has been no general solution for torsional
problem and in each system the counter measure should be
selected and designed based on the system characteristics.
Dynamic braking resistors can be applied to power plants
as power pools where there is a temporary and large surplus
of electric power due to a serious system fault that causes the
system to loose its stability quickly. The first development of
dynamic braking resistors was performed by B.C.Hydro [10].
A 1400 MW dynamic braking resistor bank was also applied
to a temporarily surplus electric power pool at the Northwest
power pool and the Southwest power pool of the WSCC
(Western Systems Coordinating Council) [11]. The purpose
2008 Australasian Universities Power Engineering Conference (AUPEC'08)
M. A. Mostafa
Electrical Engineering. Department,
Ain Shams University, Cairo, Egypt
electricalcircuits@yahoo.com
of using dynamic resistor banks was at that time, primarily for
enhancing system transient stability following major system
disturbances [11-14],
In this paper, a method for damping torsional oscillatory
modes of the T-G set under a small disturbance using TCBR
is presented. A fundamental frequency dynamic model for the
TCBR is developed. The pole placement technique is used to
design the TCBR control system. The effectiveness of the
proposed method on the system performance is demonstrated.
System-1 of the second IEEE benchmark for the simulation of
sub-synchronous oscillation [15] is used in the study.
II. SYSTEM UNDER STUDY
The system under study consists of a 600 MVA steam T-G
set connected to an infinite bus as shown in Fig. 1. A thyristor
controlled braking resistor bank (TCBR) is connected at the
generator bus. The schematic diagram of the TCBR is shown
in Fig. 2. The IEEE Type-1 excitation system is used in the
studies. The shaft system of the T-G set comprises four
masses: one high pressure turbine (HP), one low pressure
turbine (HP), generator rotor (G) and exciter (EXC). The
shaft system has three torsional modes at frequencies 24.65
Hz, 32.39 Hz and 51.1 Hz. The first and second torsional
modes experience instabilities due to series compensation.
The third torsional mode is marginally stable. The system
electro-mechanical data is provided in [15].
III. MATHEMATICAL MODEL
A. Synchronous Machine
Subject to the assumption pertaining to the two axis theory
[16], the current state space model of a synchronous generator
in the rotor reference frame takes the following form:
p[i] = [ L] −1{[U ] − ([ R ] + ω g [G ])[i ]} (1)
The vector of the two axis winding currents is given by:
[i ] = [id , i fd , iq , ikq , ikd ]t
Paper P-263 page 1
 and that of the voltages by: matrix of shaft stiffnesses, [T] is a forcing torque and [delta]
[u ] = [vdm , v fd , vqm ,0,0]t is an angular position vector.
C. Excitation System
[ L], [ R] and [G ] are given in [17]. In this section the mathematical model for the blocks of
Excitation system is developed. The exciter is the IEEE
The above model considers one damper circuit on each d- type 1 excitation system as shown in Fig. 3. The saturation
and q- axis in order to represent the effect of the damper effect of field winding is ignored.
windings in the generator. The axis currents from (1) are used The linear equations that describe the block diagram of
to calculate the electrical torque, Tg, as follows: Fig. 3 are as following:

Tg = −[i]t [G ][i]ω g (2)  ∆x1 + TF ⋅ p∆x1 = K F ⋅ p∆e fd


 ∆e fd + TE ⋅ p∆e fd = K E ⋅ ∆x2 (4)
Exciter vref ∆x + T ⋅ p∆x = K ⋅ (∆v − ∆e − ∆x )
Machine Infinite
 2 A 2 A ref t 1

Terminal Bus Bus where:

ia it all quantities are in per unit except the frequency is in rad/s
S.M. Transmission Line and time is in seconds;
et ie vref is per unit reference of terminal voltage;
ei e t is per unit terminal voltage; and
Tm K A , K E , K F , T A , TE and TF are constants.
Firing Dynamic
Angle Braking ∆x2 max
Controller Resistor
+ KA ∆x2 KE ∆e fd
∆vref – 1 + sTA 1 + sTE
–
Figure.1: System Under study ∆x2 min
∆et
∆x1max
et = etm sin(ωt )
Machine ∆x1 sK F
Terminal 1 + sTF
Bus ie ∆x1min

Figure 3. Block diagram of the IEEE type 1 excitation system

α +π

D. Transmission Line Model

α In this section the mathematical model for the block of
transmission line is developed and linearized. Fig. 4 shows
the single line diagram of transmission line.
Machine
Terminal Infinite
1 Bus
Bus R XL =ωL XC =
it ωC
Figure 2. The single line diagram of dynamic braking resistor

et +vR - +vL - +vC - ei

B. Mechanical System
The mechanical system is represented as four inertias
Figure 4. The single line diagram of transmission line
interconnected by three torsional springs (the connecting
shafts), and can be described by:
The linearized d-q axis model of the ac transmission line
2 are given by the following four equations:
[ J ] p [δ ] + [ D ] p[δ ] + [ K ][δ ] + [T ] = 0 (3)
XL ω0 itq
where [J] is the diagonal matrix of inertias, [D] is a ∆ed = ⋅ p∆itd + R⋅ ∆itd − X L ⋅ ⋅ ∆itq − X L ⋅ 0 ⋅ ∆ω + ∆vCd (5)
diagonal matrix of damping coefficients, [K] is a symmetric ωb ωb ωb

2008 Australasian Universities Power Engineering Conference (AUPEC'08) Paper P-263 page 2
 XL ω0 itd where
∆eq = ⋅ ∆itd + X L ⋅ ⋅ ∆ω + ∆vCq (6)
⋅ p∆itq + R⋅ ∆itq + X L ⋅ 0

∆ed = F ⋅ ∆ed + G ⋅ ed 0 ⋅ ∆α
ωb ωb ωb
 (12)
p ω0 vCq ∆eq = F ⋅ ∆eq + G ⋅ eq 0 ⋅ ∆α
X C ⋅ ∆itd = ∆vCd − ⋅ ∆vCq − O
⋅ ∆ω (7) ∆X b = H ⋅ ∆ α (13)
ωb ωb ωb
p ω v Cd α 1 
X C ⋅ ∆i tq = ∆v Cq + 0 ⋅ ∆v Cd + O
⋅ ∆ω (8) F = 0 − sin 2 (2α 0 ) (14)
ωb ωb ωb π 2π 
 1 2 
G =  − sin(2α 0 ) cos(2α 0 ) (15)
E. Dynamic Braking Resistor Model π π 
In this study, the braking resistor is chosen such that with and
rated applied voltage and full conduction the resistor bank is (−1+sin(4α0 ))sin2 (α0 ) −sin(4α0 )π −α0 + 1 sin2 (2α0 )
capable of dissipating 6% of the generator rated power. The
H=  2  R (16)
b
fundamental current consists of two components; one in phase 4
sin (α0 )
with the voltage while the other lags the voltage by 90
degrees. Then the fundamental frequency model of the
dynamic braking resistor is modelled as an inertialess voltage F. Braking Resistor Firing Angle Controller
source behind a parallel resistor and inductor as shown in Fig. 6 shows the block diagram of the firing angle control
Fig. 5. The values of e x and X b are given by: system. The deviation in the generator speed signal is used as
a feedback control signal. The linear equation that describes
the block diagram is given by:
 α sin 2 (2α ) 
ex =  −  et (9)
π 2π  ∆α + Tα 2 ⋅ p∆α = − K α ⋅ (∆ω + Tα 1 ⋅ p∆ω ) (17)
1 Figure 6. Block diagram of the Firing Angle Controller
π − α + sin 2 (2α )
Xb = 2 Rb (10)
sin 2 (α ) ∆α max

∆ω − K α (1 + sTα 1 ) ∆α
The linearized relations between fundamental voltages and
currents of the dynamic braking resistor in dq0 reference are 1 + sTα 2
obtained by: ∆α min
∆ed −∆exd = Rb∆iRbd
∆e −∆e = R ∆i IV. SIMULATION AND RESULTS
 q xq b Rbq
 p Xb0iXbq0 ω0iXbq0 ωX An eigenvalue analysis is performed on the system under
∆ed −∆exd = Xb0 ∆iXbd − ∆ω− ∆Xb − 0 b0 ∆iXbq (11)
 ωb ωb ωb ωb study to investigate the effect of the TCBR on the decrement
 p Xb0iXbd0 ω0iXbd0 ω0 Xb0 factors of inertial and torsional modes. Table-1 shows the
∆eq −∆exq = Xb0 ∆iXbq+ ∆ω+ ∆Xb + ∆iXbd decrement factors without activating the TCBR control
 ωb ωb ωb ωb
system. The numerical values for Table-1 are obtained when
the generator delivers 100% of its rated MVA at 0. 9 lagging
et = etm sin (ωt) power factor and the compensation level is 53%. It is clear
that all torsional modes are negatively damped and the
instability of the first torsional modes is high compared to the
ie instability of the other torsional modes. The effect of
changing the compensation level on the mechanical system
iXb iRb modes stability is illustrated in Fig.7. The effect of activating
the control system of the TCBR is shown in the second
column of Table 1. The results indicate that, the inertial and
Xb Rb all torsional modes are enhanced. Moreover, the TCBR has
no effect on the other system roots.
In order to check the robustness of the proposed controller
under different values of compensation level, the decrement
factor of the inertial and all torsional modes are obtained and
e x = e xm sin (ωt) plotted in Fig.8. This figure reveals that as a result of active
Figure 5. Fundamental Frequency Model of the Braking Resistor. and reactive power modulation at the generator bus, the

2008 Australasian Universities Power Engineering Conference (AUPEC'08) Paper P-263 page 3
electrical system damping to the all mechanical system modes
is increased in the whole range of series compensation.
TABLE 1
TABLE 1: EIGENVALUES OF THE INERTIAL AND TORSIONAL
MODES WITH AND WITHOUT THE PROPOSED CONTROL SYSTEM
Modes No Controllers
3 0.0014 ± 321.20i
2 0.0135 ± 203.60i
1 0.8578 ± 155.64i
0 -0.4675 ± 11.97i
* TCBR settings: Kα = 1.6, Tα1 = 1e-3 and Tα2 = 1e-6, (XC=0.53XL3)
To demonstrate the effectiveness of the proposed TCBR
and its controller which has been designed based on
linearized system model, time domain approach is used to
illustrate the system response with and without the TCBR.
Fig. 9 shows the system time response without activating the
proposed control system. The disturbance started at 0.1 sec by
a sudden increase in the reference of the excitation system by
-0.42
actor
0.1 pu and the disturbance remains for 0.2 sec. The changes in
the generator speed deviation, the torque transferred from the
high pressure turbine to the low pressure turbine and the
torque transferred from the low pressure turbine to the
generator are shown in Fig.9. It is clear that after applying the
disturbance all mechanical modes are activated but the inertial
With TCBR*
mode is damped out while the other torsional modes are
-0.0486 ± 321.18i unstable especially the first torsional model. The instability of
the first torsional mode becomes very clear at the end of the
-0.4033 ± 203.47i
simulation time. Fig. 9 also shows severe stresses on the
- 1.0259 ± 154.14i generator shaft segments as a result of the disturbance.
-1.5492 ± 11.84i
Fig. 10 shows the system response when the proposed
TCBR and its control system are in service. The results
indicate that substantial damping is achieved with the
proposed method. Fig. 11 shows how the active and the
reactive power are modulated at the generator terminal by the
action of the TCBR control system.
Mode 0

-0.44
tF

-0.46
ecremen

-0.48

-0.5
D

-0.52
10 20 30 40 50 60 70 80 90
% Xc

1
Mode 1
actor

0.8
tF

0.6
ecremen

0.4

0.2
D

0
10 20 30 40 50 60 70 80 90
% Xc

0.1
Mode 2
actor

0.08
tF

0.06
ecremen

0.04

0.02
D

0
10 20 30 40 50 60 70 80 90
% Xc

Figure 7 Decrement factor versus % compensation with no controller

-1
Decrement Factor

Mode 0

-1.5

-2
10 20 30 40 50 60 70 80 90
% Xc
0
Decrement Factor

Mode 1
-1

-2

-3
10 20 30 40 50 60 70 80 90
% Xc
-0.1
Decrement Factor

Mode 2
-0.2

-0.3

-0.4

-0.5
10 20 30 40 50 60 70 80 90
% Xc

Figure 8. Decrement factor versus % compensation with TCBR controller (Kα =1.6, Tα1 = 1e-3, Tα2 = 1e-6)

2008 Australasian Universities Power Engineering Conference (AUPEC'08) Paper P-263 page 4
 0.4
∆ω
0.2

rad/s
0

-0.2

-0.4
0 0.5 1 1.5 2 2.5 3 3.5 4
t(s)

0.01
∆T
hl
0.005
pu

-0.005

-0.01
0 0.5 1 1.5 2 2.5 3 3.5 4
t(s)

0.04
∆T
lg
0.02
pu

-0.02

-0.04
0 0.5 1 1.5 2 2.5 3 3.5 4
t(s)

Figure 9. System response following a disturbance in the excitation reference

(Vref is changed by 0.1pu for 0.2s after 0.1s without controller)
0.5
∆ω
rad/s

-0.5
0 0.5 1 1.5 2 2.5 3 3.5 4
t(s)
-3
x 10
5
∆T
hl
pu

-5
0 0.5 1 1.5 2 2.5 3 3.5 4
t(s)
0.02
∆T
lg
0
pu

-0.02

-0.04
0 0.5 1 1.5 2 2.5 3 3.5 4
t(s)

Figure 10. System response following a disturbance in the excitation reference

(Vref is changed by 0.1pu for 0.2s after 0.1s with proposed control in service)
200
α
180
degree

160

140
0 0.5 1 1.5 2 2.5 3 3.5 4
t(s)
-3
x 10
2
P
e
pu

0
0 0.5 1 1.5 2 2.5 3 3.5 4
t(s)
-14
x 10
6
Q
e
4
pu

0
0 0.5 1 1.5 2 2.5 3 3.5 4
t(s)

Figure 11. Variation in the Braking Resistor firing angle and modulation
in the active and reactive power after the disturbance

2008 Australasian Universities Power Engineering Conference (AUPEC'08) Paper P-263 page 5
 V. CONCLUSIONS
The technical feasibility of using a Thyristor Controlled
Braking Resistor (TCBR) to damp shaft oscillations in large
steam turbo-generator has been investigated. A complete
dynamic model for the electromechanical system and the
TCBR is developed. The TCBR is modeled as an inertialess
voltage source connected to the generator terminal by a
parallel combination of a resistor and an inductor. The
active and the reactive power are modulated at the generator
terminals by controlling the firing angle of the TCBR. The
investigations indicate that substantial damping is achieved
over a wide range of series compensation for the inertial,
first and second torsional modes. The effect of the proposed
method on the third torsional mode is insignificant.
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Paper P-263 page 6