Iranian Journal of Science & Technology, Transaction B, Vol. 28, No.

B3
Printed in Islamic Republic of Iran, 2004
Shiraz University

DECOUPLED AC/DC LOAD FLOW FOR MONTE CARLO

*
SIMULATION OF METRO POWER SYSTEM
A. DER MINASSIANS AND G. B. GHAREHPETIAN**
Dept. of Electrical Engineering, Amirkabir University of Technology, Tehran, I. R. of Iran, 15914
Email: grptian@cic.aut.ac.ir
Abstract Railway power system planners and operators need a tool for testing their designs or new
timetables. This paper presents a tool for the DC traction systems, an algorithm called decoupled
AC/DC load flow. The main feature of this algorithm is to separate the solution of AC and DC
equations. Therefore, a minimum number of iterations is needed to avoid any convergence problems.
Electrical variables of AC and DC systems as a function of time and location can be determined. In
this paper, for a better presentation of the real operating conditions, i.e. the uncertainties in the
timetable, the train's departure time has been considered as a random variable. The Monte Carlo
simulation method has then been implemented to the AC/DC load flow algorithm in order to
determine the worst operating conditions of the system. Simulation results indicate the effectiveness
of the suggested AC/DC load flow algorithm, and the importance of the mentioned stochastic
simulation method.
Keywords AC-DC power conversion, load flow analysis, load modeling, Monte Carlo methods, traction motor drives

1. INTRODUCTION
Electric railway traction systems can be categorized into two main groups, namely AC or DC railway
systems [1-4]. In a DC railway system, which is the main subject of this paper, DC supply is provided in
converter stations by AC/DC static converters. DC power is then distributed among the electric motors of
traction systems through a DC network, which is expanded along the railways. DC distribution lines are
installed on tunnel roofs, walls or floors. In metro facilities with rubber-wheel railway cars, tunnel walls are
usually used for supporting DC cables. While tunnel floors support the DC lines, a third rail located between
the main rails is used as the positive pole of the DC system, and the main rails act as the negative poles of
this system.
DC railway systems require both AC and DC power supplies. For the most part, the electric motors of
trains and emergency systems consume DC power. An AC system supplies the DC network through AC/DC
converters and AC loads such as ventilation systems, water pumps, electric stairs, lighting tunnels and
stations, etc.. Required AC power of the traction system can be provided either by a separate three-phase
generator or by an existing distribution system that supplies urban loads in the city.
The tractive force of trains is provided by electric motors. They are either DC series motors or AC
drives, e.g. a combination of a three-phase inverter and an induction motor. In both cases, electric motors are
fed from a DC network. The motors/trains have different tractive and braking effort characteristics and
hence, different duty cycles [3]. However, they can be considered as loads whose power consumption is a
function of time and location [5]. Therefore, analysis of such a complex DC traction system requires a
special type of AC/DC load flow, which can be very complicated. This type of load flow can be a valuable
tool for both railway power system planners and operators to test their designs or new operating practices,
such as new timetables [5]. Timetables determine the location and the situation of each train at any instant.

Received by the editors July 28, 2001 and in final revised form May 9, 2003
Corresponding author

306

A. Der Minassians / G. B. Gharehpetian

Under real operating conditions, some uncertainties exist for the timetables which can cause unexpected
results such as unexpected over-current conditions in DC lines.
In this paper a new and efficient load flow algorithm is developed. The main feature of this algorithm is
separation of AC and DC equations. The decoupled equations can be solved separately with a minimum
number of iterations. Therefore, all complexities of a DC traction system can be included and there is no
convergence problem. On the other hand, for better presentation of the operating conditions and
uncertainties, the algorithm is developed based on the Monte Carlo simulation method, where train departure
times are considered as random variables. Simulation results of a sample system indicate that if maximum
current is considered as the worst-case criterion, the results of the Monte Carlo simulation method are more
appropriate and no prediction can be done by implementation of conventional load flow algorithms.
2. TRACTION SYSTEMS MODELING
In traction systems, motor tractive torque (T) and velocity (V) are linear functions of acceleration ( a m ) and
angular velocity ( ). Thus, the T characteristic of a train motor can be re-scaled to represent an a m V
acceleration-velocity characteristic/curve (AVC). As shown in Fig. 1, usually two AVCs are specified for
each train; one for the accelerating and the other for the braking (decelerating) modes. Using (1), the
consumed power of each train (P) can be determined at any point of its AVC.

P = ma mV

(1)

where m is the mass of the train. With reference to Fig. 1, when a train leaves the station, its speed increases
with a constant acceleration until it reaches Vl. Then, in the second stage it switches to a constant-power
characteristic. At last, it changes to a constant-frequency characteristic and the speed increases to a
maximum limit, which is an important and specified parameter for the traction system.
In order to include the AVC of a traction system in AC/DC load flow calculations, a point-by-point
representation for this curve is used. Increasing the number of points in AVC will increase the accuracy of
calculations. In the traction system modeling there is another important graph known as Duty Cycle. This
curve, shown in Fig. 2, determines the velocity and location of the train at any instant after its departure
from a station. Using (2) and (3), the duty cycle can be derived from a given AVC.

V1

Braking

V3

V2

Tractive

3000

40

2500

35

2000

25

30

1500

20

1000

15
10

500

10

15

20

25

30

Velocity

35

Velocity [m/s]

Velocity [m/s]

1.20
1.00
0.80
0.60
0.40
0.20
0.00

Distance [m]

Acceleration
[m/sec/sec]

Distance

0
10 20 30 40 50 60 70 80 90 100 110 120

Time [s]

Fig. 1. Typical tractive and braking characteristics

Fig. 2. Duty cycle of a train; velocity and distance vs. time

V = a t t + V0

x=

1
a t t 2 + V0 t + x 0
2

(2)
(3)

where x0 and V0 are the initial location and velocity of the train, respectively. x and V are its location and
speed at instant t, and a t is its total acceleration, which is defined as
Iranian Journal of Science & Technology, Volume 28, Number B3

June 2004

Decoupled AC/DC load flow for Monte Carlo

307

at = am a f g

(4)

a f = c0 + c1V + c 2V 2

(5)

where
In (4) and (5), a f denotes the resisting acceleration caused by the friction between the train wheels and
rails, g is the gravity acceleration and c0 , c1 and c 2 are constant coefficients.
AVCs of trains are given while they are moving on a smooth horizontal surface without considering the
rail friction and gravity. If the train moves downhill, the gravity acceleration is considered as + g , and if it
moves uphill, this acceleration appears as g in (4). In addition, the speed of the train at each point of AVC
determines the resisting acceleration according to (5). Thus, the acceleration value will be amended to its
actual value by these arguments as in (4).
Suppose (Vi , ati ) and (Vi +1 , ati +1 ) are two consecutive points on AVC of a traction system. By
implementation of (2) and (3) and assuming that the acceleration remains constant during transition from the
i-th to the (i+1)-th point, the following relations hold
t i +1 = t i +

V i +1 V i
,
a ti

x i +1 = x i +

1
a t (t i +1 t i )2 + Vi (t i +1 t i )
2 i

(6)

The duty cycle of a train determines its speed and displacement at any instant. For a specified speed of a
train, its acceleration and consumed power are determined from its AVC and (1), respectively. These results
are then used in the AC/DC load flow calculations. In a multi-train system, the departure time of the first
train motion is assumed as the time reference. For the other trains, a delay time is considered compared to
the first one. Thus, at any instant a delayed time ( t ) can be defined as
t j = t t delay
j

(7)

where t delay
is the time delay of the j-th train compared to the first one. Instant t j , together with the duty
j
cycle of j-th train will be implemented to calculate its consumed power.
3. AC/DC LOAD FLOW ALGORITHM

As mentioned before, the metro electrical network incorporates both AC and DC buses, which are linked
together through AC/DC converters. AC/DC load flow is a numerical technique to determine the steady state
solution of such networks [4]. This technique presents a solution for a certain generation and consumption
schedule, given train timetable, and specified control strategies for AC/DC converters (rectifiers and
inverters). Comprehensive and detailed discussions on modeling, solution technique and result verification
for the AC/DC load flow algorithm implemented in this study have been presented in [6-8]. However, a
recapitulation is necessary at this point for memory refreshment purposes. As with other components,
converters are considered to operate in a steady state condition. A model for converter steady state operation
is shown in Fig. 3. Variables of this model are defined as follows:
Vterm Bus voltage on AC side of converter and its phase angle, which is determined compared
E
I p , Is
Vd , I d

June 2004

to the

phase reference of the AC system.

Fundamental frequency component of voltage waveform at converter transformer secondary.
Fundamental frequency components of currents waveform at converter transformer primary and
secondary.
Converter DC side average voltage and current.
Firing/extinction angle of rectifier/inverter.
Converter transformer tap ratio.

Iranian Journal of Science & Technology, Volume 28, Number B3

308

A. Der Minassians / G. B. Gharehpetian

Id

Vterm

I S 0

IP

Fig. 3. AC/DC converter and its transformer

The minimum number of required variables for specifying the operating situation of a converter is equal
to the number of its independent variables. Other variables and parameters such as the active and reactive
power consumption of a converter ( Pdc and Q dc ) can then be stated as functions of these variables.
However, load flow formulation with a minimum number of variables will lead to complicated and highly
nonlinear equations. This will cause some convergence difficulties for a unified (simultaneous) AC/DC load
flow calculation technique [7].
In order to simplify both DC system and control equations, variables given in (8) are considered for the
converter.

X = Vd

Id

a cos( or )

]T

(8)

The following equations (residue vector) are considered for a rectifier that incorporates B series bridges
and an equivalent commutation reactance of X eq [7].

3 2
3
aBVterm cos + X eq I d
V d

V d k1 aBVterm cos
R=
=0

First control equation

Second control equation

(9)

where First control equation and second control equation are chosen from a set of specified equations [7].
If the converter operates as an inverter, the first row of (9) should be substituted with (10), which may differ
from that of the rectifier.
Vd +

3 2

aBVterm cos

X eq I d = 0

(10)

Active and reactive powers of the converter may be calculated using (11)
P DC = k

3 2

Q DC = k

aBVterm I d cos ,

3 2

aBVterm I d sin

(11)

where k is a constant and is usually considered equal to 0.955 for the load flow studies.
System variables vector and mismatch vector are considered as follows:
V
System variables = ,
X

P
Mismatch vector = Q
R

(12)

where V and are, respectively, voltage and phase angle vectors of AC buses and X has already been
defined in (8). For m-th bus that is connected to a converter and at the same time feeds AC static loads, Pm
and Qm are given by
Pm = Pmsp PmAC PmDC ,
Iranian Journal of Science & Technology, Volume 28, Number B3

Qm = Qmsp Q mAC QmDC

(13)
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Decoupled AC/DC load flow for Monte Carlo

309

where Pmsp and Qmsp are scheduled active and reactive powers of m-th bus, PmDC and QmDC are consumed
active and reactive powers of a converter connected to the bus. For a bus that is not connected to any
converter, the last terms in (13) are zero.
In sequential load flow algorithm the following matrix equations should be solved:
P
V = [B] [ ] ,

Q
V = [B ] [V ]

[R] = [A] [X ]

(14)
(15)

where B and B are the same matrices which are used in fast-decoupled AC load flow and A is the
Jacobian matrix of the DC system. In this method, first (14) is solved and vectors V and are updated.
Then, (15) is solved and vector X is updated. This process is iterated until the mismatch vector becomes less
than a pre-specified accuracy and convergence is obtained.
In the suggested method of this paper, a new non-physical variable is defined as

h = aVterm

(16)

Now, vector X is modified as below

X = Vd

Id

h cos or

) ]T

(17)

It is obvious that in vector X there is no direct dependence between AC variables and the DC system.
Consequently, (15) can be solved independently starting with initial conditions [7] of the DC system. The
result of this step is obtaining vector X.
Incorporation of variable h in (11) yields
P DC = k

3 2

BhI d cos ,

Q DC = k

3 2

BhI d sin

(18)

The right hand side of (18) is known, so the mismatches defined in (13) can be calculated. Then, in the
last step, AC system equations, i.e. (14), can be solved.
Now, vectors V and are obtained from the solution of AC equations. Then, the variable h is
determined and at last, the tap ratio of transformer (a) is calculated from (16).
The variable h decouples AC equations from DC ones, enabling them to be solved separately. Therefore, the
algorithm is named as Decoupled AC/DC Load Flow.
The suggested method has been implemented in many physical problems and has been shown to be
highly efficient and powerful [8]. Thus, it is implemented in this study to solve AC/DC load flow equations
in the metro power system. By implementation of the decoupled AC/DC load flow algorithm, several
advantages are gained compared to Simultaneous/Unified [7] and Sequential [7] algorithms. Some of these
advantages are listed below:
1) It is very easy to add DC equations to any previously developed fast-decoupled AC load flow code.
2) In case of any required changes in AC or DC parts of load flow program, only its AC or DC part is
subjected to changes and there is no need to change the entire program.
3) The rate of the convergence for AC equations differs from that of DC equations. Then, the combination
of the AC and DC equations in the unified AC/DC load flow or the sequential solution of these equations
in the sequential AC/DC load flow results in the convergence problems or many additional iterations.
The decoupled AC/DC load flow overcomes these problems by decoupling the AC and DC system
equations. Consequently, the fast convergence rate of DC equations is retained, and overall numbers of
iterations decreases.
4. LOAD FLOW CALCULATIONS IN METRO NETWORK

In general, DC networks incorporate two types of buses:

June 2004

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310

A. Der Minassians / G. B. Gharehpetian

Converter connected buses: these buses are connected to converters (rectifiers or inverters), and at the same
time they may also be connected to a DC load or generator at the converter DC side. In this situation, the
summation of converter and DC load (or generation) currents appears as the injected current of the bus. Each
bus of this type has five variables. Variable sets of [V d , I d , h, cos , ] and [V d , I d , h, cos , ] are considered,
respectively, as variable sets for rectifiers and inverters.
Connection buses: These type of buses are DC load or generation buses which are considered to have
constant power or constant voltage while they are treated as P-buses and V-buses, respectively. It is worth
noting that switching buses are considered as P-buses with zero injected power.
Each connection bus is defined by two variables, i.e. Vd and I d , and trains in a metro electric network
are considered as moving P-buses. Although in such a network trains consume different powers at different
instants and can be assumed to have constant powers at each snapshot according to their duty cycles and
AVCs. Thus, the steady state multiterminal AC/DC load flow algorithm is employed in this paper to analyze
the Metro network at any specified instant.
Equation (9) is allocated to the converter-connected buses, and one of the following equations is
allocated to connection buses:
P sp V d I d = 0 ; for P - buses ,

V sp Vd = 0

; for V - buses

(19)

Since the number of equations should be equal to the number of variables, function f (V d , I d ) = 0 , which
determines the topological relationship between DC system components will also be used for the DC section
of AC/DC load flow. This function has been written in its matrix form in (20).

[I d ] [G BUS ] [Vd ] = 0

(20)

where [G BUS ] is the conductance matrix of the DC system, which is defined similar to [Y BUS ] of an AC
system.
5. MONTE CARLO SIMULATION OF TIMETABLE

The Monte Carlo method is a stochastic simulation technique which is implemented to solve a category of
problems dealing with the variables of random nature [9].
Time (timetable) is considered as the random variable in this study. Obviously uniform distribution for
this variable is not a proper choice, because when the departure time of trains is specified according to their
time-table, it is most probable for trains to move at the scheduled time ( Tsch ) rather than any other time.
Besides, the probability that a train leaves the station with delay is much more than that it leaves the
scheduled time. Therefore, triangular distribution as shown in Fig. 4 is a proper choice. Mathematical
description of the triangular distribution function is given in (21).
ta
2
b a T a
sch

t b
2
f (t ) =

a
T
sch b

; a t T sch
; Tsch t b
;

(21)

elsewhere

Since the cumulative probability function is the integral of probability density, its mathematical statement by
considering boundary conditions is obtained as follows:
0

1
(t a )2

b a Tsch a
Y = F (t ) =
2
1 + 1 (t b )
b a Tsch b

Iranian Journal of Science & Technology, Volume 28, Number B3

ta

; a t T sch

(22)
; Tsch t b
;

bt
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311

Decoupled AC/DC load flow for Monte Carlo

Inverse function of F (t ) is given by (23).

a + (b a ) (Tsch a ) Y
; 0 Y W
t=
(
)
(
)
(
)
b

1
; W Y 1

sch

(23)

T a
W = sch
ba

(24)

where

Thus, if Y is generated by a uniform random number generator, random variable t will be obtained using
(23), which has a triangular distribution shown in Fig. 4.
f (t )

Tsch

Fig. 4. Triangular distribution function for Monte Carlo simulation of the departure time

6. SIMULATION RESULTS

Based on the algorithm described in section 3, an AC/DC load flow calculation code has been developed.
This code is capable of determining the electrical parameters of AC, as well as DC buses and branches as a
function of time and location. Figure 5 shows a nine-bus sample system including 5 AC buses, 4 DC buses
(all being converter buses), and 3 moving trains. AC-1 is the slack bus and other AC buses are considered
PV buses. Traction systems (trains) in the DC network are considered as moving buses and their path length
is 5 kilometers. AC and DC systems data, together with converters and trains specifications are given in the
Appendix A.
AC-1

AC-3

Inv. 1

DC-1

DC-3

Train No. 1

Train No. 3
Train No. 2

DC-4

DC-2

Inv. 2

Rec. 2

AC-4

AC-5

Fig. 5. Single line diagram of a nine-bus sample system

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312

A. Der Minassians / G. B. Gharehpetian

Deterministic AC/DC load flow results are listed in Table 1 through Table 3. All parameters in these tables
are per unit values based on 100 MVA, while voltage angles are in degrees. Simulation has been performed
at instants 100s, 140s, 200s and 240s which are the total study times. Table 1 demonstrates the consumed
power of the trains and their distance from the station which is normalized to their path length. Table 2
tabulates load flow results, i.e. voltage, phase angle, generation and load for AC system buses, while Table 3
lists the power flow through AC lines.
Table 1. Trains consumed power at four snapshots
Train No.
1

t=100 s
Power
Distance
Power
Distance
Power
Distance

2
3

-0.17778
0.379
-0.17778
0.290
-0.17778
0.115

t=140 s

t=200 s

-0.17778
0.557
-0.17778
0.468
-0.17778
0.290

t=240 s

-0.17778
0.823
-0.17778
0.734
-0.17778
0.557

0.53060
0.960
-0.17778
0.912
-0.17778
0.734

Table 2. Load flow results for AC system buses

AC Bus No.
1

Voltage
Angle
Gen.
P
Q
P
Load
Q
Voltage
Angle
Gen.
P
Q
P
Load
Q
Voltage
Angle
Gen.
P
Q
P
Load
Q
Voltage
Angle
Gen.
P
Q
P
Load
Q
Voltage
Angle
Gen.
P
Q
P
Load
Q

t=100 s
1.03000
0.00000
1.44915
-0.14087
0.00000
0.00000
1.03000
-6.01532
0.00000
1.06245
0.29500
0.16600
1.02640
4.55150
0.40000
-0.27255
0.21700
0.12700
0.98100
-18.2073
0.00000
-0.27657
0.47800
-0.03900
1.00480
-27.5228
0.00000
0.48381
0.07500
0.01600

t=140 s
1.03000
0.00000
1.41465
-0.13701
0.00000
0.00000
1.03000
-5.92041
0.00000
1.05280
0.29500
0.16600
1.02640
4.61394
0.40000
-0.27307
0.21700
0.12700
0.98100
-18.1380
0.00000
-0.27597
0.47800
-0.03900
1.00480
-27.4752
0.00000
0.48477
0.07500
0.01600

t=200 s
1.03000
0.00000
1.41611
-0.13717
0.00000
0.00000
1.03000
-5.92445
0.00000
1.05320
0.29500
0.16600
1.02640
4.61137
0.40000
-0.27305
0.21700
0.12700
0.98100
-18.1523
0.00000
-0.27565
0.47800
-0.03900
1.00480
-27.4929
0.00000
0.48492
0.07500
0.01600

t=240 s
1.03000
0.00000
0.68419
-0.04243
0.00000
0.00000
1.03000
-3.90659
0.00000
0.85989
0.29500
0.16600
1.02640
5.93630
0.40000
-0.28214
0.21700
0.12700
0.98100
-16.5314
0.00000
-0.26700
0.47800
-0.03900
1.00480
-26.2525
0.00000
0.50184
0.07500
0.01600

The program has also been developed for performing Monte Carlo simulation. In order to show the
importance of the Monte Carlo simulation method as an example, only the DC currents flowing through the
lines have been studied. In Fig. 4, b a has been assumed to be 10% of the total study time, i.e. 24s. The
triangular distribution function has been adjusted in such a way that the distance between Tsch and a is 8s.
The result of the simulation with the deterministic and the Monte Carlo method is given in Table 4. This
table shows the deterministic, average and maximum values of currents flowing through DC lines at instants
100s, 140s, 200s and 240s.
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Decoupled AC/DC load flow for Monte Carlo

Table 3. Power flow through AC lines

Sending AC Bus
1

Receiving AC Bus
2

P
Q
P
Q
P
Q
P
Q
P
Q

t=100 s
1.8385
-0.25233
-0.38942
0.11146
-0.97025
0.42385
1.10339
0.08485
0.76219
-0.33781

t=140 s
1.80941
-0.25029
-0.39476
0.11328
-0.96738
0.42228
1.10561
0.08481
0.76410
-0.33817

t=200 s
1.81064
-0.25038
-0.39454
0.11320
-0.96751
0.42235
1.10650
0.08479
0.76440
-0.33823

t=240 s
1.19147
-0.19568
-0.50729
0.15325
-0.90599
0.38921
1.14089
0.08423
0.79794
0.34455

The results indicate that average values obtained from the Monte Carlo technique are relatively close to
the deterministic results. However, if maximum current is considered as the worst-case criterion, results of
the Monte Carlo simulation method are more appropriate and no prediction can be done by implementation
of conventional load flow algorithms.
Table 4. Comparison of deterministic, average and maximum values of current flowing through DC lines
Sending DC Bus
1

Receiving DC Bus
Train No. 1

Train No. 1

Train No. 2

Train No. 2

Train No. 3

Train No. 3

Deterministic value
Average value
Maximum Value
Deterministic value
Average value
Maximum value
Deterministic value
Average value
Maximum value
Deterministic value
Average value
Maximum value
Deterministic value
Average value
Maximum value
Deterministic value
Average value
Maximum value
Deterministic value
Average value
Maximum value

t=100 s
0.34329
0.38422
2.39325
0.46800
0.51703
2.92592
0.00837
0.00964
0.07141
-0.09691
-0.14246
-2.38045
-0.09397
-0.10690
-0.76072
-0.33925
-0.33936
-0.34974
0.027359
0.33416
0.31035

t=140 s
0.48442
0.63155
3.43883
0.31816
0.39712
1.90210
0.01117
0.01205
0.03206
-0.08083
-0.17861
-2.05568
-0.16744
-0.20647
-0.97764
-0.27217
-0.29052
-0.64638
0.27753
0.43717
3.49019

t=200 s
0.69156
1.01434
4.73521
0.12144
0.16128
0.62081
0.00456
0.03583
0.41665
-0.06400
-0.17383
-1.48059
-0.28566
-0.33704
-0.95008
-0.14392
-0.17136
-0.49711
0.30800
0.59272
3.88442

t=240 s
0.33542
0.39614
2.37221
0.03117
0.03888
0.28840
0.09416
0.13580
1.60174
-0.00387
-0.05616
-1.76615
-0.24411
-0.56016
-0.37586
-0.03117
-0.03755
-0.10295
0.16948
0.37859
4.15863

7. CONCLUSIONS

Analysis of DC traction systems requires a special type of AC/DC load flow, which must determine
electrical variables of AC and DC systems as a function of time and location. On the other hand, under real
operating conditions, some uncertainties exist for the timetables in the railway systems. This problem can
cause unexpected over-currents in DC lines.
A new efficient algorithm is implemented in this paper, which is capable of considering these points.
The algorithm, named decoupled AC/DC load flow, can solve the AC and DC equations separately. This
feature enables one to overcome the problems of the sequential and the unified AC/DC load flow algorithms.
Considering the departure time of trains as a stochastic variable, the traction system was modeled based
on the Monte Carlo method and was included in the program. Simulation results demonstrated the
effectiveness and importance of the Monte Carlo simulation in DC traction systems.
REFERENCES
1.

Glover, J. D., Kusko, A. & Peeran, S. M. (1984). Train voltage analysis for AC railroad electrification. IEEE
Trans. on Industry Applications, IA-20(4), 925-934.

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2.
3.
4.
5.
6.
7.
8.

9.

A. Der Minassians / G. B. Gharehpetian

Hill, R. J. & Cevik, I. H. (1993). On-line simulation of voltage regulation in auto-transformer-fed AC electric
railroad traction networks. IEEE Trans. on Vehicular Technology, 4(3), 365-372.
Plunkett, A. B. & Plette, D. L. (1997). Inverter-induction motor drive for transit cars. IEEE Trans. on Industry
Applications, IA-13(1), 26-37.
Tzeng, Y. S., Wu, R. N. & Chen, N. (1995). Unified AC/DC power flow for system simulation in DC electrified
transit railways. IEE Proceedings, 142(6), 345-354.
His, P., Chen, S. & Li, R. (1999). Simulating on-line dynamic voltages of multiple trains under real operating
conditions for AC railways, IEEE Trans. on Power System, 14(2), 452-459.
Gharehpetian, G. B. (1989). AC/DC load flow. MS Thesis, Electrical Eng. Dept., Amirkabir University of Technology.
Arrillaga, J. & Smith, B. (1998). AC-DC power system analysis. IEE Power and Energy Series 27.
Hashemi, B., Montasser-Kouhsari, S. & Gharehpetian, G. B. (2003). A new approach for modeling of
multiterminal DC system in load flow programs, IFAC Symposium on Power Plants and Power Systems Control
2003, Sep. 15-18, 2003, Seoul, Korea.
Gottfried, B. (1984). Elements of stochastic process simulation. Englewood Cliffs N. J., Prentice Hall.

APPENDIX A
Table A-1. AC system bus data
Bus No.
1
2
3
4
5

Bus Type
Slack
PV
PV
PV
PV

Bus Voltage [pu]

1.0300
1.0300
1.0264
0.9810
1.0048

Bus Active Load [pu]

0.295
0.217
0.478
0.075

Table A-2. AC system line data

AC Line No.
1
2
3
4
5

Sending AC Bus
1
1
2
2
4

Receiving AC Bus
2
3
3
4
5

R [pu]
0.0104
0.0504
0.0569
0.0470
0.0662

X [pu]
0.0592
0.1980
0.1739
0.1980
0.1800

Y [pu]
0.0528
0.0438
0.0340
0.0438
0.0000

Table A-3. DC system line data

DC Line No.
1
2
3
4

Sending DC Bus
1
3
2
1

Receiving DC Bus
3
2
4
4

R [pu]
0.013699
0.013975
0.013972
0.013972

Table A-4. Rectifier data

Rec. No.
1
2

Equivalent Reactance [pu]

0.131
0.170

Min. [Degree]
5
5

First Control
Voltage Limit
Constant

Second Control
Constant h=1.004
Constant Q=0.25341

Table A-5. Inverter data

Inv. No.
1
2

Equivalent Reactance [pu]

0.100
0.090

Min. [Degree]
15
15

First Control
Constant
Voltage Limit

Second Control
Constant Q=0.63312
Constant Q=0.07500

Table A-6. Train data

Train No.
1
2
3

Mass [kg]
400000
400000
400000

Delay Time [s]

0
20
60

Coefficient of Acceleration
0.02
0.02
0.02

Iranian Journal of Science & Technology, Volume 28, Number B3

3.0
3.0
3.0

0.1
0.1
0.1

0.001
0.001
0.001

June 2004