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This article has been accepted for publication in a future issue of this journal, but has not been fully edited. Content may change prior to final publication. Citation information: DOI 10.1109/TTE.2016.2554468, IEEE
Transactions on Transportation Electrification
I. INTRODUCTION
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This article has been accepted for publication in a future issue of this journal, but has not been fully edited. Content may change prior to final publication. Citation information: DOI 10.1109/TTE.2016.2554468, IEEE
Transactions on Transportation Electrification
Regional
grid
AB
220kV
-BC
220kV
-BC
A
B
Traction
substation
Contact
line
Feeder line
Traction
Network
Coupling
intensified
Partition
AT substation
Flow
induced
Return
wire
M
EMUs
Rail
Zs Zeq1 in
Zn
Ug
Cf
i2 ic
Ugc
T3
T4
T1
T2
Udc
L2
C2
T3
Unit 2
id
Power supply
idc
T2
T1
Unit 1
T4
Cd RL
Uc2
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Transactions on Transportation Electrification
1
C
bw
d
2
dt udc S Cd 1 (Cd RL ) udc
0
0
0 1
where bw denotes systemic interference such as the switching
loss, the detection error, and the external factors. S represents
the switch state. Under the control of symmetric rule sampling
Sine PWM, the switch function can be formulated as.
S
0
Ti
T
t 2m 1 d i
2
2
Ti
T
m 1 Ti t 2m 1 d or 2m 1 d i t m Ti
2
2
1
2m 1 d
(2)
where 1 denotes the upper bridge arm on and the lower
bridge arm off, 0 denotes the upper bridge arm off and the
lower bridge arm on, Ti denotes switching period, d denotes
duty cycle and m denotes the sampling number. In order to
obtain the state space average model of the rectifier, the
switching function is decomposed into two models of low
frequency and high frequency by using the Fourier series. The
Fourier series are expanded as follows.
S d0 (1)n
n 1
2
2n t
sin(nd0 ) cos(
)
n
Ti
(3)
0
0 ugc
2 Ln
d in Rn Ln 2d 0 Ln in
1 Cd bw i2
u 0
dt u d C
1
(
C
R
)
d L dc
dc 0 d
0
0
0 1
v
1
d 0 (1 r )
2
Vtr
(4)
where vr denotes modulation wave and Vtr denotes carrier
wave.
Ideally, even without a voltage external loop controller, the
DC-link voltage can also reach the predetermined steady-state
value by controlling the current inner loop of PWM rectifier
[23]. However, there are some unknown disturbances,
parameter uncertainties and non-modeling dynamics effect
existed in actual EMUs PWM rectifier, which makes the DClink voltage deviate from the predetermined value. Therefore,
udc
i 2i2
in
1
udc n
bw
vr
Cd RL
2Cd
2CdVtr
(5)
f udc , t c0vr
where f udc , t
i 2i2
i
1
udc n
bw, c0 n .
Cd RL
2Cd
2CdVtr
TD
Udcr1 + e0
NLSEF
u0
1/b
Controlled Udc
object
Z2
ESO
Z1
Fig. 3 The first-order ADRC control structure diagram.
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This article has been accepted for publication in a future issue of this journal, but has not been fully edited. Content may change prior to final publication. Citation information: DOI 10.1109/TTE.2016.2554468, IEEE
Transactions on Transportation Electrification
d 2 8r | h | rh
x
sgn( x1 hx2 ),
2
2
a
x x1 hx2 ,
2
|x1 hx2 | hd
|x1 hx2 | hd
Udcr1
Udcr
TD
U dc
NLSFE
ADRC
U dc I dc
UN
*
iN
IN
uab
SPWM
COS
uL
SIN
iac
1
PLL
uN
| e | sgn(e), | e | d
where fal (e, a, d )
. e denotes the
1 a
| e | d
e / d ,
systematic error. Z1 denotes the state estimation value of the
intermediate DC voltage udc. Z2 denotes the estimation value
of the total disturbance f(t). 1 and 2 denote the adjustment
coefficients of the adjustable parameters for the output error,
and good state estimation will be achieved by selecting the
appropriate value of 1, 2. The larger 1 and 2 are, the faster
the estimation converges. fal denotes the optimal control
function, which is the core of ESO control and also has a
certain filtering function. a denotes the filtering factor. d
denotes the nonlinear factor. These values can influence the
LFO of the system to some extent.
3) Nonlinear states error feedback control laws (NLSEF)
NLSEF gives the dynamic compensation to the disturbance.
The error feedback controlled variable u0 is calculated. And
the nonlinear control is below.
e0 udcr Z1
u0 k fal (e, a, d )
u u Z / b
0
2
ESO
+ +
Z1 Z1 h ( Z 2 1e bu )
Z h fal (e, a, d )
2
2
idc
1/b
|a| d 0
|a| d 0
rsgn(a ),
fhan
r d a ,
(6)
(8)
grid current iN better track the given grid side current iN , and
*
Input of TD
Output of TD
0.5
0
-0.5
-1
12.4
12.5
12.6
Time [Second]
12.7
12.8
(a)
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Input of ESO
Output of ESO
0.5
Current /A
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Transactions on Transportation Electrification
600
200
0
200
-0.5
600
0
12.5
12.6
Time [Second]
12.7
12.8
(b)
Fig. 5 (a) Input and output waveform of TD; (b) Input and output waveform of
ESO.
I 2 I dcU dc / U N
(9)
N1
I N I N I N1
u L I cos t
N N
L
u
(
t
)
N (t ) LI N cos t G [ I N sin t iN (t )]
ab
where k denotes the proportional coefficient of the outer loop
ADRC controller. G denotes the proportional coefficient of
the current inner loop proportional controller. ADRC
controller is able to estimate and compensate the dynamic
disturbance. Hence it is not sensitive to the parameter changes.
However, considering the effect of the ADRC, the system
current has a certain magnitude jitter very similar to square
wave (seen in Fig. 6). The small amplitude jitter has little
0.1
0.3
0.2
0.4
Time [second]
0.5
0.6
fel x, x th( )
2
x2
x
e x 2
e
1 e
x x 2 x 2 x
e e
1 e x
(10)
Function value
-1
12.4
fal(x,a,d)
fatg(x,a,q)
fel(x,a)
-4
-8
-20
-10
10
20
x= x, t u
x, t k x
1 e x
1 e x
0 1, k 0
(11)
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This article has been accepted for publication in a future issue of this journal, but has not been fully edited. Content may change prior to final publication. Citation information: DOI 10.1109/TTE.2016.2554468, IEEE
Transactions on Transportation Electrification
dx
1 d x
=
dt 1 dt
x sign x x, t k x
sign x
(12)
1 e x
1 e x
x, t 2 x , t
k x
2k
4k
x x, t k x
d x
to be ensured.
x
x, t
2k
That is,
x
x, t
2k
x, t
x, t
(13)
2k
(14)
x, t 0 x m0
(15)
(16)
x
0
PW
km0 1 k
In accordance with d x
5000
1
1
km km .
x 0 0 , 0 0
km0 1 k km0 1 k
(8100,7466.7)
proportion to 0 k
PW
C
C
(0,7400) (5000,7400)
CW
CW
(0,6100) (5000,6100)
(-3100,7466.7)
F
(7100,10600)
I 2 I dcU dc / U N
(17)
N1
I N I N I N1
u L I cos t
N N
L
u
(
t
)
N (t ) LI N cos t G [ I N sin t iN (t )]
ab
1000
IGL
(-3100,-400)
(0,0)
(8100,-400) IGL
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This article has been accepted for publication in a future issue of this journal, but has not been fully edited. Content may change prior to final publication. Citation information: DOI 10.1109/TTE.2016.2554468, IEEE
Transactions on Transportation Electrification
IGL
T
Up track
55kV
F
PW
T
F
PW
IGL
Down track
Section 1
Section 2
Section 3
Section 5
Section 4
Z 11
Z m 1
Ii
Vi
V1
Y(1)
Y11
Ym1
Y1m
Ymm
V2
Z(12)
Y (12)
2
Section 1
Y (12)
2
Z 1m
Z mm
Section 2
Y11
Ym1
YL
2
(23)
I1 Y 2
Ij
ZL
V3
Z(23)
Y (23)
2
YAT
Y1m
Y
Ymm 2
Y (34)
2
V2
V4
Z(34)
Section 3
Y (34)
2
Z(45)
(45)
I 2 Y2
Section 4
Y (45)
2
V5
Y(5)
Section 5
CWR short-circuit
CWF short-circuit
2
1
00
10
15
20
Distance [km]
25
30
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This article has been accepted for publication in a future issue of this journal, but has not been fully edited. Content may change prior to final publication. Citation information: DOI 10.1109/TTE.2016.2554468, IEEE
Transactions on Transportation Electrification
i
3 I
N1
Transformer
Uref
Pulse
SPWM
i
IN
1
Z
g
A
B
Idc
Rectifier
g
A
B
L2
i
IN
UN U
Ud ab
Id
Cd
Rd
C2
Rectifier1
IN
UN U
Ud ab
Id
1
ZZ
Uplink
Track
Uref
Pulse
SPWM1
Voltage /V
4000
Zs
2000
220KV
1000
1.4
Gin1 Gout1
Tin1 Tout1
Tin1 Tout1
Tin1 Tout1
Rin1 Rout1
Rin1 Rout1
Rin1 Rout1
AT
total disturbance
Output of ESO
3000
Gin1 Gout1
A
Gin1 Gout1
1.6
AT
Fin1 Fout1
Fin1 Fout1
Fin1 Fout1
Pin1 Pout1
Pin1 Pout1
Pin1 Pout1
Tin2 Tout2
Tin2 Tout2
Tin2 Tout2
Rin2 Rout2
Rin2Rout2
Fin2 Fout2
Fin2 Fout2
Fin2 Fout2
Pin2 Pout2
Pin2 Pout2
Pin2 Pout2
Gin2 Gout2
Gin2Gout2
AT
Rin2 Rout2
AT
0
0.4
0.8
1.2
Time[second]
1.6
2.0
PI
-1
ADRC
3000
2000
1000
1.4
0
1.6
1.8
2.0
2.0
1.6
0.8
1.2
Time[second]
Fig. 14 DC-link voltage of the rectifier for EMUs under different load
conditions.
0
0.4
3000
1000
0
-1000
-3000
35.3
very little
Peak time/s
0.0125
none
Adjustment
time /s
0.15
0.07
Voltage
fluctuation /V
70
38
0.2
0.4
0.6
Time [Second]
0.8
PI
ADRC
Overshoot/%
Line_15km
Terminal current of EMUs
Terminal voltage of EMUs
DC link voltage
5000
Gin2 Gout2
Line_9km
Line_6km
Fig. 15 Simulation model of ETNCS.
Downlink
Track
Voltage / Current V/ 10 A
-2000
0
0.2
0.8
(a)
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3000
1000
0
-1000
Voltage/Current V/A
Voltage / Current
V/A
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Transactions on Transportation Electrification
3000
Teminal voltage of EMUs
Teminal current of EMUs
DC-link voltage
2000
1000
0
-1000
-3000
0
0.2
0.4
Time [Second]
0.6
0.8
0.1
0.2
0.3
Time [second]
0.4
0.5
0.6
(b)
(c)
Fig. 17 Voltage and current waveforms with input of 6 EMUs; (a) Voltage and
current waveforms at traction network side; (b) Voltage and current
waveforms at EMUs.
Fig. 18 Voltage and current waveforms for input of 6 EMUs; (a) Voltage
waveforms at traction network side; (b) Current waveforms at traction
network side; (c) Voltage and current waveforms of EMUs.
x 10
Voltage /V
idc
-2
U dc
-4
0
0.1
0.2
0.3
Time [second]
0.4
0.5
400
iN
(U dc ,U 2 , i2 , iN )T
(U dc , iN )
200
Reference
State observer
computation
matrix L
State
T
observer
(U dc , iN )
Multivariable
matrix K
uab
Feed forward
control
(U dc ,U 2 , i2 , iN )T
-200
0
resonance AC
current
iN
0.6
(a)
Current /A
U 2
resonance voltage
0.1
0.2
0.3
Time [second]
0.4
0.5
0.6
(b)
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Voltage/Current V/A
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Transactions on Transportation Electrification
2000
1000
0
APPENDIX
The parameters of the test system and traction conductors
are shown in TABLE I and TABLE II. The electrical
parameters of traction lines are listed in TABLE III. And the
electrical parameters of EMU rectifier are list in TABLE IV.
-1000
TAB. I
ELECTRICAL PARAMETERS OF THE TEST SYSTEM
-2000
0
0.1
0.2
0.3
Time [second]
0.4
0.5
0.6
ESS
55/27.5 kV
32MVA
1.6%
57.271 kW
100 /m
2 S/km
4 S, 2 S
TAB. II
MAJOR PARAMETERS OF TRACTION NETWORK CONDUCTORS
Type
DC resistance (/km)
Calculate radius (mm)
Conductor
CW
Catenary
Rail
PW
Feeder
IGL
CuMg-150
THJ-120
UIC60
LGJ-120
2LGJ-185
TJ-95
0.1191
0.181
0.135
0.286
0.082
0.25
7.2
7.0
12.79
7.0
9.51
12.4
TAB. III
TRACTION NETWORK IMPEDANCE OF THE HIGH-SPEED RAILWAY SECTION
(10-1/KM)
T1
F1
PW1
R1
T2
F2
PW2
V. CONCLUSIONS
10 GVA
220(122.5%)/227.5kV
50/31.5/31.5 MVA
10.5%
140.7 kW
R2
T1
1.263+j4.306
0.525+j1.877
0.525+j2.078
0.519+j1.728
0.532+j1.789
0.513+j1.512
0.515+j1.507
0.516+j1.553
F1
0.525+j1.877
1.358+j5.710
0.535+j2.052
0.522+j1.375
0.563+j1.448
0.530+j1.410
0.532+j1.317
0.524+j1.253
PW1
0.525+j2.078
0.535+j2.052
3.392+j5.928
0.521+j1.582
0.556+j1.476
0.525+j1.333
0.527+j1.302
0.521+j1.355
R1
0.519+j1.728
0.522+j1.375
0.521+j1.582
1.187+j4.077
0.524+j1.542
0.508+j1.274
0.509+j1.362
0.509+j1.830
[1]
[2]
[3]
[4]
Value
1550 V
460 A
2.3 mH
350Hz
0.1 m
System component
udc
L
C2
Cd
Value
3.0 kV
0.84mH
3.0 mF
3.3 mF
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pp.5318-5330, Sep. 2015.
S. Menth, M. Meyer. Low frequency power oscillations in electric
railway systems, Elektrische Bahnen, vol.104, no.2, pp.216-221, 2006.
Y. Wang. The test report of CRH1067 catenary voltage and current in
Nanxiang sub-section post, China Academy of railway sciences,
Beijing, China, Tech. Rep. 2010.
Q. Li, Electric Matching problems in Traction Power Supply System,
Electric Railway, vol. 3, pp. 13-16, 2014.
2332-7782 (c) 2015 IEEE. Personal use is permitted, but republication/redistribution requires IEEE permission. See http://www.ieee.org/publications_standards/publications/rights/index.html for more information.
This article has been accepted for publication in a future issue of this journal, but has not been fully edited. Content may change prior to final publication. Citation information: DOI 10.1109/TTE.2016.2554468, IEEE
Transactions on Transportation Electrification
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