1

Study of the Simulation of DC Traction Power Supply System Based on AC/DC Unified Newton-Raphson Method
Wei Liu, Qunzhan Li, Minwu Chen
voltage as a function of Up, 1 and Second residual equation, represents the rectifier dc current as a function of Up , and Xc Commutation reactance The postignition angle Interphase commutation(overlap) angle Power mismatch of bus i II. INTRODUCTION HE power flow calculation plays the most important role in the design of power supply system. Detailed power flow result not only guarantees the system design, but also composes the basis of harmonic analysis and system design optimization etc. Many works have done on AC/DC power flow of HVDC transmission system. But there are several significant differences between HVDC system and dc traction power supply system. First, the dc traction power supply system is usually applied in urban railway transit for train haulage. So the dc network topology is continuously varied for train running while the links of HVDC system are fixed. Second, train loads are supplied from multiple rectifier stations and drastic changed for frequently power, coasting and braking. Third, for the sake of economic consideration and harmonic alleviation, parallel connected 12-pulse uncontrolled rectifier is utilized in dc traction supply system and the recent trend is to utilize equivalent 24-parallel unit. Rectifier bridges are parallel connected to attain multiple pulse dc power source and larger output current. Considering the influence of R/X ratio of commutation impedance, detailed R-L fed 6-pulse bridge converter models are found and Newton-Raphson method is proposed to solve the power flow of urban rail dc traction power system [1-3]. The models of operation in parallel-connected 12-pulse uncontrolled rectifier with and without an interphase transformer (IPT) are analyzed in [4, 5]. The connection symbol programs and equilibrium current in 24-pulse traction rectifier system have been discussed in [6, 7]. The Transportation Systems Energy Management Model (EMM) and RAILPOWER are the widely used to simulate the train performance, energy consumption and electric network power flow [8, 9]. Traditional urban railway traction power flow was always performed at ac side or iterated separately between ac/dc sides. Based on the rectifier models, an improved unified

Abstract--The modern urban railway traction power supply system is a hybrid ac/dc system. The equivalent 24-pulse rectification is obtained by parallel connection of two 12-pulse uncontrolled rectifiers with 15 phase shifted. Take 12-pulse uncontrolled rectifier as investigated subject, the operation modes as load current increasing is analyzed in this paper. Rectifier is depicted as a nonlinear electrical element in power flow. A improved unified Newton-Raphson method of urban railway ac/dc system based on rectifier models is proposed to speed up the urban rail traction power flow. The dynamic power and voltage variation of both ac/dc sides along with train running can be achieved. An example problem is provided for comparison. This method is successfully applied in the simulation of practical dc traction power supply system. Index Terms--dc traction power system; Newton-Raphson method; power flow; urban railway transit

R2 Xc 1 Pi,Qi

I. NOMENCLATURE
Ed , E
I d , I d'
' d

Average direct output voltage of 12-pulse rectifier and equivalent 24-pulse rectifier Average direct output current of 12-pulse rectifier and equivalent 24-pulse rectifier Number of dc buses Number of ac buses RMS line voltage of rectifier Fundamental real power of 12-pulse rectifier and equivalent 24-pulse recitifier Per unit fundamental real power flowing from rectifier ac bus p to rectifier dc bus t Fundamental reactive power of 12-pulse rectifier and equivalent 24-pulse rectifier Per unit fundamental reactive power flowing from rectifier ac bus p to rectifier dc bus t First residual equation represents the rectifier dc

M N U

' P 1, P 1

P1pt
Q1 , Q1'

Q1p R1

This work is supported by grants from railway ministry (Z2006-04F) and state grid corporation (SGKJ [2007]102) of China. Wei Liu is with the Department of Electrical Engineering, Southwest Jiaotong University, Chengdu, Sichuan 610031 China(e-mail: liuwei_8208@hotmail.com) Qunzhan Li is with the Department of Electrical Engineering, Southwest Jiaotong University, Chengdu, Sichuan 610031 China(e-mail: lqz3431@263.net). Minwu Chen is with the Department of Electrical Engineering, Southwest Jiaotong University, Chengdu, Sichuan 610031 China(e-mail: cmw_015@163.com).

Newton-Raphson method is derived to calculate power flow of urban rail dc traction power supply system. The power flow of ac/dc sides executes simultaneously and reactive power consumption of multi-pulse rectifier can be calculated precisely.

B. Equivalent model of 24-pulse rectifier The three-phase full-bridge uncontrolled rectifier which was widely used in the early stage of urban rail system is gradually substituted by the 12-pulse and equivalent 24-pulse rectifier with the development of technology. The equivalent 24-pulse rectifier is composed of two parallel connected 12III. MODEL OF RECTIFIER pulse rectifiers. The Extended Delta Connection is applied in line wide winding to displace in phase by 7.5. So the line A. Model of 12-pulse rectifier voltages of four valve side winding get 15 phase difference. In dc traction power supply systems, parallel connection of Detail depicting the mathematic model of equivalent 24-pulse two 6-pulse bridges displaced in phase by 30 to obtain a 12- rectifier is complicated. In general case, the two 12-pulse pulse performance is widely used. The 12-pulse rectifier is rectifiers are considered operating independently and the load formed by two sets of 6-pulse diode rectifier as shown in Fig.1. current is shared equally between them. The model of For consideration of reducing size, power loss and operation equivalent 24-pulse rectifier is simplified as(3). ' ' ' noise, IPT is usually omitted in connected bridges. (3) Ed = Ed Id = 2I d P Q1' = 2Q1 1 = 2P 1 The assumptions are made as follow: (1) The ac supplies are balanced and purely sinusoidal; (2) The resistances of the IV. AC/DC UNIFIED NEWTON-RAPHSON METHOD rectifier transformer are ignored; (3) The switching of valves Urban railway traction supply system is an ac/dc hybrid are ideal and have no conduction voltage drops; (4) The direct system. AC sides enter into the high voltage system. There are load current is ripple-free. three modes of communication power systems: centralized i bridge1 i power supply, disperse power supply and mixed power supply i X i + 1 5 9 A B b. . system for delivering power to the traction rectifier. Then . i i i i i a +.V power steps down and rectifies to supply train running. . 3 11 7 N N / 3 .c i i Ed Assuming that ac bus p is connected to dc bus t, the perC i i unit bus-power equilibrium equations can be modified as(4) i 6 2 10 b a . . where the per-unit system is listed in [1, 2]. Fig 2 depicts the i . . . ib 2 N N . model of 12-pulse rectifier in ac/dc power flow. 8 12 4
d1 d B1 a1 C 1 1 1 A B C A1 1
S

b1

C1

c1

B2 A2

a2

d2

iC 2

c2

ic 2

bridge2

Fig. 1 The connection program of 12-pulse rectifier without IPT

P 1 pt + jQ1 pt =

sin p31 ( p ) + sin p 32 ( p ) + sin p + 1 33 ( p ) + 4 3U p 2 3 6 XC sin p + 1 + 34 ( p ) + sin ( p + 1 ) 35 ( p ) + 0.7588 3 4 3U p 2

(4)

Owing to the interaction between two 6-pulse bridges without an IPT connected, there are seven modes of operation as the load current increase where five modes are normal operation and two abnormal operations occurred only under overload or dc short circuit [4]. To simplify the power flow calculation, mode 3(5-4 valve mode) is used to represent the normal work state which has continuous bridge current [10]. The direct voltage, current at dc side and real, reactive power at ac side of rectifier are:
6U 2 3 + 2 3 1+ 3 sin (1 + ) sin 1 + sin 1 + sin 1 + Ed = 7 2 12 12 sin (1 + ) sin 1 + 2 sin 1 + sin 1 3 6 6 2U Id = X C 3 1 5 7 + + sin sin 1 1 4 2 12 12 P 1 + jQ1 = 2 3U ( I a 2, r 1 + jI a 2, i1 )

+j Pt = Et I d

XC

sin p 31 ( p ) sin 6 p 32 ( p ) cos p + 1 3 33 ( p ) cos + + ( ) cos ( + ) ( ) + 0.4375 + 0.058 1 p 1 35 p p p p 34 p 3 6

Up P1pt+jQ1pt Xc i IL Id

Ypq

Uq

Et

Gtk

Ek

Fig. 2 The power flow model of 12 pulses rectifier

sin 31 ( ) + sin 6 32 ( ) + sin + 1 3 33 ( ) + 4 3U 2 P 1 = XC sin + 1 + 34 ( ) + sin ( + 1 ) 35 ( ) + 0.7588 3

sin 31 ( ) sin 6 32 ( ) cos + 1 3 33 ( ) 4 3U Q1 = XC cos + 1 + 34 ( ) cos ( + 1 ) 35 ( ) + 0.4375 + 0.058 3 6
2

When bus voltage expresses as the form of polar coordinate, the power mismatch of ac bus p: N (5) Pp = Pp U pU i ( G pi cos pi + B pi sin pi ) P 1 pt
i =1

Qp = Qp U pU i ( G pi sin pi B pi cos pi ) Q1 pt
i =1

(1)

The power mismatch of dc bus t can be represented as:

Pt = Pt Et Ei Gti + Et I d
i =1 M

(6)

Where 1 is the post ignition angle, 1=tan-1[(2-3)/7]2.192. An analytical expression for can be found as(2). (2) X C Id 3 1 5 7
2U + cos (1 + ) cos 1 sin 1 12 sin 1 + 12 = 0 4 2

Two rectifier state variables (Id and ) are added to the buspower-equilibrium equations. To obtain the solution, two independent residual equations are added. The first residual equation represents the rectifier dc voltage as a function of rectifier line voltage and commutation angle. The second residual equation represents the rectifier dc current as a

function of ac line voltage, commutation angle and commutation reactance on the ac base. (7)
1+ 3 2 3+ 2 3 R1 = Et 2U p sin (1 + ) sin 1 + sin 1 + 12 sin 1 + 12 = 0 7 2

iteration and output the ac/dc power result. V. CASE STUDY A. Comparisons of the rectifier models The ten-bus electrical power system [1, 2] is utilized to illustrate the correctness of the urban rail ac/dc unified power flow algorithm. Neglecting commutation resistance Rc and setting all the mismatch tolerances of system variable to 10-8, the example system is analyzed under the following two cases: Case 1: The rectifier model is set to 6-pulse uncontrolled rectifier model as presented in [1, 2]; Case 2: Applying 12pulse rectifier model to rectifier and using improved NewtonRaphson method presented in this paper to solve the power flow. The summary results of the bus voltage are given in Table I and the rectifier states are shown in Table II.
TABLE I VOLTAGE RESULT OF 10 NODES HYBRID AC/DC SYSTEM

3 sin (1 + ) sin 1 + 2 sin 1 + 6 sin 1 6 + 6U p R2 = I d =0 X C 3 1 5 7 sin 1 sin 1 + 4 2 12 12

(8)

The Jacobian matrix structure of unified ac/dc power system is given by(9).
Pp H pp Q p J pp R 1p 0 R2 p 0 P = q H qp Qq J qp P t 0 P k 0

N pp L pp C pp Fpp N qp Lqp 0 0

0 0 0 G pp 0 0 K tp 0

App Bpp Dpp I pp 0 0 0 0

H pq J pq 0 0 H qq J qq 0 0

N pq Lpq 0 0 N qq Lqq 0 0

0 0 E pt 0 0 0 N tt N kt

0 p U p U p 0 I 0 dp 0 p 0 q 0 U q U q E E N tk t t Ek Ek N kk

(9)

The equivalent 24-pulse rectifier can simplify to two sets of parallel connected 12-pulse rectifier. And the power mismatch can be represented as(10). In the same way, the Jacobian matrix can also be obtained.
i i N Pp + jQp = Pp + jQp U p Ypq U q 2 P 1 pt j 2Q1 pt q =1

(10)

M Pt = Pt Et Gtk Ek + 2 Et I d k =1

Case No 1 2 3 4 5 6 7 8 9 10

Case 1 1 0
0.9092 -1.170

Case 2 1 0
0.9095 -1.159

0.927 0.8134 0.9355 0.8842 0.952 0.958

0.9817 -2.094 0.9789 -2.058

0.9377 0.8298 0.9473 0.8992 0.9657 0.9684

0.9819 -2.083 0.9792 -2.045

The bus type in the power flow of urban rail ac/dc traction power system can be classified into four categories: pure ac bus, rectifier ac bus, rectifier dc bus and pure dc bus. The improved Newton-Raphson power flow method of urban rail traction power system based on rectifier models is performed under the following procedure: (1) Admittance matrix Y of ac system and conductance matrix G of dc system are founded according to the power system structure and train running schedule. (2) The convergence of Newton-Raphson method is sensitive to initial condition. As in ac system, we select ac bus voltage magnitudes and angles as 1.0 and 0. In dc system, dc bus voltage magnitudes are set to 1.0, and rectifier dc current and commutation angle are set to 0.1 and 0.18rad [1]. (3) For the pure ac/dc bus, power mismatch can be calculated as conventional. For the rectifier ac/dc bus, the power mismatch and residual equations of 12-pulse rectifier are computed as (5),(6),(7),(8). While(7),(8),(10) for the equivalent 24-pulse rectifier. (4) According to(9), the Jacobian matrix is modified at each iteration. Solving the equation, U, , Id and can be obtained. (5) Correct bus voltages, rectifier dc current and commutation angle. (6) According to the power mismatch, determine whether the algorithm is converged. If the algorithm is still not convergent, the obtained bus voltage and rectifier parameter are used as initial value, and back to (3). Otherwise, exist the

TABLE II RECTIFIER RESULT OF 10 NODES SYSTEM

Rectifier 1 Variable Pac Qac Ed Id Case 1 0.3351 0.0843 20.0234 0.952 0.352 Case 2 0.3378 0.0777 10.6877 0.9657 0.3509

Rectifier 2 Case 1 0.2372 0.0498 16.7936 0.958 0.2476 Case 2 0.2309 0.0515 8.0757 0.9684 0.2396

Comparing with Table I and Table II, when applying 12pulse uncontrolled rectifier to urban rail power system, the dc voltage is somewhat increased. Using improved unified ac/dc Newton-Raphson method based on rectifier models can get accurate rectifier reactive power consumption. B. Application to a DC traction power supply system We choose Zhengzhou Metro Line 1 for practical simulation. The system consists of a 23km track line, two bulk supply substations (BSS), 8 traction substations (TSS), 20 station substations (SSS). The primary power supply system is fed from the 110kV high voltage system at the point of common coupling (PCC). Each 110/35kV main transformer at bulk supply substation is designed consisting of two 2winding transformers. The traction substations are distributed along the routes at an average spacing of approximately 3km. All traction substations are designed with two 3.3MW

uncontrolled 12-pulse rectifier to obtain equivalent 24-pulse performance. Station substations are supplied from two separated 35kV cable ring networks and consume 2 800kVar loads with power factor of 0.9, lagging. The cable parameter of medium voltage ring network is z=0.1271+j0.1833/km, y=57.0210-6S/km. The impedance of traction network is r=0.0331/km. Fig. shows a simplified one line diagram of the Zhengzhou Metro Line 1 system (Station substation are omitted).

VII. ACKNOWLEDGMENT The authors are grateful to the library of railway electrification of the School of Electric Engineering, Southwest Jiaotong University for supporting them with valuable information. VIII. REFERENCES
[1] Tylavsky Daniel J. The Newton Raphson Load Flow Applied to AC/DC Systems with Commutation Impedance. IEEE Transactions on industry applications[J], 1983, IA-19(6):940-948. [2] Yii-Shen Tzeng Nanming Chen. A Detailed R-L Fed Bridge Converter Model for Power Flow Studies in Industrail. IEEE TRANSACTIONS ON INDUSTRIAL ELECTRONIC[J], 1995, 42(5):531-538. [3] Cornel Herman C. J. an enhanced version of the electric network simulator program. IEEE TRANSACTION ON VEHICULAR TECHNOLOGY[J], 1991, 40(1). [4] Yii-Shen Tzeng, Nanming Chen, Ruay-Nan Wu. Modes of operation in parallel-connected 12-pulse uncontrolled bridge rectifiers without an interphase transformer. Industrial Electronics, IEEE Transactions on[J], 1997, 44(3):344-355. [5] Tzeng Y. S. Harmonic analysis of parallel-connected 12-pulse uncontrolled rectifier without an interphase transformer. Electric Power Applications, IEE Proceedings -[J], 1998, 145(3):253-260. [6] Wang Niantong. Connection symbol of 24-pulse traction rectifier transformer. Transformer[J],2002,39(06):9-12 [7] WANG Niantong. Equilibrium current analysis of 24-pulse traction rectifier system. Transformer[J],2006,43(08):10-17 [8] Tzeng Y. S., Wu R. N., Chen N. Unified AC/DC power flow for system simulation in DC electrified transit railways. Electric Power Applications, IEE Proceedings[J], 1995, 142(6):345-354. [9] Cai Y. Iterative techniques for the solution of complex DC-rail-traction systems including regenerative braking. IEE ProcGener.Transm.Distrib[J], 1995, 142(5). [10] Chuang H. J. Optimisation of inverter placement for mass rapid transit systems by immune algorithm. Electric Power Applications, IEE Proceedings -[J], 2005, 152(1):61-71.

Fig. 3 One line diagram at a particular snapshot

All parameter are in per-unit values of 10MVA, 1180V ac, and 10MVA, 1593V dc. The location and load of trains at specific snapshot are obtained from train performance simulator. The PCC of urban rail power system can be recognized as slack bus. Setting 10-8 mismatch tolerances, the improved unified ac/dc power flow algorithm based on equivalent 24-pulse rectifier model iterates 5 times to get the solution. The voltage of traction network is shown in Fig 4. And rectifiers power consumption is shown in Fig 5.

Wei Liu was born in Hunan, China, on 6 August, 1982. He received the B.S. degree from the Southwest Jiaotong University, in 2003. Currently, he is a Ph.D. candidate in the School of Electric Engineering, Southwest Jiaotong University. His research interest is in the planning and simulation of rapid transit power systems. Fig. 4 Instantaneous voltage of traction network Qun Zhanli was born in Shijiazhuang China, on 15 November, 1957. He received the Ph.D. degree in electric engineering from Southwest Jiaotong University in 1998. Currently, he is a Professor in the School of Electrical Engineering, Southwest Jiaotong University. His research includes power quality comprehensive monitoring, traction power supply system and unified power quality compensation. Minwu Chen was born in Suzhou, China, on 21 February 1983. He received the B.S. degree from Southwest Jiaotong University. He is now a postgraduate student in the School of Electric Engineering of Southwest Jiaotong University. He is engaged in research on the optimized design and power quality of traction power supply system.

Fig. 5 Instantaneous power at rectifier

VI. CONCLUSION The models of 12-pulse rectifier and equivalent 24-pulse rectifier are analyzed in this paper and operation mode 3 is used to represent the rectifier normal work state. An improved unified ac/dc power flow Newton-Raphson method based on rectifier models is proposed. A ten bus electric hybrid system is utilized to validate the algorithm. The dynamic power and voltage variation can be reflected by applying ac/dc hybrid power flow to urban rail power system.