Paper accepted for presentation at 2003 IEEE Bologna Power Tech Conference, June 23th-26th, Bologna, Italy

A Supercapacitor-Based Energy-Storage Substation for Voltage-Compensation in Weak Transportation Networks

Alfred Rufer, Senior Member, IEEE, David Hotellier, Philippe Barrade, Member, IEEE
voltage variations at non-fed end-of-lines or other sensitive points of transportation networks, energy storage technique appears today as a promising solution. First applications have been realized and installed at London Underground, in the city of London, and currently on the Far Rockaway line of the New York City Transit Authority [1], [2], using rotating kinetic energy technology. Fully static supercapacitor-based storage technology has been successfully installed in the city of Cologne Germany [3], [4]. In this paper, a dedicated power-electronic conversion system and its control are presented, which allow flexible and fast power control, and optimized energy management. A storage tank has been designed according a specific application context where the connection of a new rectifier station at the end of the line to a ring AC-power is bound to infrastructural difficulties and very high costs. The main motivation of the presented study has been to define and verify the technical performance of a well-adapted conversiontopology and its associated control. Economic aspects are shortly discussed, in relation with other potential solutions. II. SUPERCAPACITORS AS NEW ENERGY-STORAGE DEVICES Supercapacitors represent one of the latest innovations in the field of electrical energy storage, and find their place in many applications where energy storage is needed, or can help in smoothing strong and short-time power solicitations of a distribution network. In comparison with classical capacitors, these new components allow a much higher energy density, together with a high power density. Even if the energy density is not comparable to that of electrochemical accumulators, the possible amount of stored energy, along with storage time are compatible with many industrial requirements [5], [6]. An important parameter of the super-capacitive or doublelayer capacitor technology is the relatively low, and state-ofcharge-dependent maximum voltage of 2.5 volts. This necessitates a series connection of a large number of elements in order to reach an acceptable efficiency of the powerconverter used for the adaptation of the output-voltage. Although the series-connection and optimal use of the maximum voltage limit implicates the need for an active circuit to symmetrize the individual state of charge, the use of parallel elements in the case of tanks of large capacity will limit the costs of additional elements [7], [8].

Abstract--A supercapacitive-storage based substation for the compensation of resistive voltage-drops in transportation networks is proposed. It allows to feed as a current-source in any voltage conditions of the line. The system has been designed as a compensation-substation to be placed at weak points like end-ofline stations, instead of additional feeding substations. A dedicated power-electronic converter with an associated control system for the stabilization of the voltage level at the point of coupling in case of strong perturbations is proposed. Practical results are also presented, which have been recorded from a reduced-size prototype. Index Terms--energy storage, supercapacitors, transportation networks, voltage drop compensation.

I. INTRODUCTION Energy feeding of low-voltage electric trolleybuses, tramways and subways in city-transportation is based on the use of rectifier-substations, generally connected to mediumvoltage distribution networks. Due to the lower voltage level of 500 to 700 volt, and due to the use of more-and-more powerful propulsion technology, this type of electrical systems often becomes critical regarding voltage-drops. This can cause difficulties when operated with modern variable-frequency AC traction motors, for which the DC-bus at the input of the frequency converters needs to be within a certain tolerance level. Additionally, the possibility of regenerative braking is a common property of new vehicles, but is not compatible with the non-reversible substations and leads to the use of resistive dissipaters. In that context, considerable energy savings can be realized by storage technology, with a corresponding impact on operation costs. Not only as an alternative solution to the non-reversible substations, but mainly as a means of compensation against
The project was supported by the RDP-Commission of Les Electriciens Romands, and by Montena-Components. A. Rufer is Professor and head of the Industrial Electronics Laboratory, EPFL, Swiss Federal Institute of Technology, Lausanne, Switzerland (e-mail: alfred.rufer@epfl.ch). D. Hotellier is Electrical Engineer at SEMER, Passy, France (e-mail: david.hotellier@libertysurf.fr). P. Barrade is First Assistant, Lecturer, Industrial Electronics Laboratory, EPFL, Swiss Federal Institute of Technology, Lausanne, Switzerland (e-mail: philippe.barrade@epfl.ch).

0-7803-7967-5/03/$17.00 2003 IEEE

R_line, L_line Uline

Sub-Station Vo_line = 700V DC

(Val-Vert)

3 km

(Bellefontaine)

Fig. 1a. Trolleybus line with last substation and 3km line

Supercapacitor-based Energy-storage Substation DC V_endline DC (Val-Vert)

R_line

Rectifier Substation Vo_line = 700V DC (Bellefontaine)

3 km

Fig. 1b. System with additional supercapacitive storage for voltage drop compensation

III. A SUPERCAPACITIVE END-OF-LINE STORAGE SYSTEM FOR A

TROLLEYBUS NETWORK

Sensitive points of low voltage networks are present at several spots, with examples like end- or peripheral-stations of city networks. Typical voltage-drops are characterised by a fall down to approximately 350 Volts under instantaneous solicitation from a rated value of 700 Volts without load. This kind of situation can happen by abnormal presence of two or more buses at the end-station as a result of traffic jams for example and becomes more probable as increased demand leads to a higher density of buses. In the past years, the utilization of buses with DC propulsion motors has tolerated a weak supply. Modern AC propulsion systems are based on constant-voltage intermediary- or direct-link, and are generally not designed for strong fluctuations of the input voltage. If sequenced or low power starts of buses have been a pragmatic emergency solution against the too weak supply of instantaneous power, storing and re-injecting the required energy at the end-of-line is expected to become a realistic and powerful solution for compensation of the voltage drop. Another critical problem in this context is the energy efficiency of the power supply. Unlike inductive voltage drops in AC lines, DC drops are caused by resistive line behaviour and therefore cause non-negligible dissipation. In addition to this, modern transportation vehicles are often able to brake electrically, but overhead-line properties and non-reversible substations equipped with diode rectifiers do not permit re-injection by breaking, but require resistive dissipation elements on every vehicle. Finally, a non-negligible argument for the use of storage facilities can be found in

relation with the so called peak-load charging method practiced by energy providers, that leads in many cases to disproportionate high costs. In that sense, the storage facilities can be used as power-peak shaver and avoid to pass over the limit of extra charges. Fig. 1a shows a schematic of a bus system in the city of Lausanne. Fig. 1b shows the modified system with an endstation storage-device based on a supercapacitor tank, interfaced by a power electronic converter system. Typical voltage and current waveforms are presented in Fig. 2a and 2b, corresponding to the case of Fig. 1a, without the storage-compensator. The presented waveforms are based on real measures taken at the end of the line of Lausanne Transports N7 (Val-Vert Station), about 3km away from the last supply station (Bellefontaine) on the same line. Another representation of the problem of the line-drops is given in Fig. 3a, where the position of the bus has been introduced in the simulation. It can be clearly seen that the voltage drop or line sensitivity depends on this position. The voltage drop is practically negligible when the bus leaves the last substation, a maximum influence can be observed when the vehicle reaches the non-fed end-of-line. In Fig. 3b the same line-voltage is shown for the system completed with the active storage device. In that case, the voltage level is practically kept at a constant level thanks to the voltage-control facility. Note that the bank of supercapacitors becomes more solicited as the load approaches the autonomous storage substation. On the supercapacitor current, it is easy to see the compensation action according to the dynamic fluctuations.

Fig. 2a. Measured power at the catenary

Fig. 3a. Line voltage at Val-Vert without compensation

Fig. 2b. Resulting voltage-variations without compensator

Fig. 3b. Line voltage at Val-Vert with supercapacitor-based substation

The energy flow is bi-directional, corresponding to acceleration and breaking of the bus. These results have been established with the help of simulation, but using a really measured power consumption curve as input. The used simulation tool is Simplorer, the corresponding schematic of the simulated system is given in Fig. 4. The supercapacitive storage tank of the new station has been designed on the base of the same measured consumption curve, and on the resulting energy excursion caused by the evolution of the bus on the track. A capacity of 21MJ (5.7kWh) is needed, under the condition that the storage tank delivers only the alternating component of the power. This capacity corresponds to a number of 4800 elements of each 2600F/2.5V, where their voltage will vary down to 70% of the maximum value. An arrangement in 20 branches of 240 supercapacitors connected in series has been selected. Such a unit represents a weight of approximately 2.5tons, for a volume of 2m3, where the static converter has not been included. This high capacity of the tank is directly bound to the special high-power bus-propulsion used in the city of Lausanne, due to a specific topography with many steep hills.

IV. A POWER-ELECTRONIC CIRCUIT FOR THE VOLTAGE

ADAPTATION AT BOTH SIDES

One of the main properties of the system shown in Fig. 4 is that the voltage must be able to vary at both sides of the static converter, on the catenary-side as well as on the supercapacitor side. Two identical and reversible up-down converters are used, linked together with a common and constant DC-link. The energy flow can be either in one or in the other direction, allowing the full-loading of the storage tank from a lower linevoltage, or when necessary the feeding of the traction-line in a current-controlled mode with superimposed regulation of the line-voltage. Even if the interface-function between the supercapacitors and the line could be realised by a buck-boost converter from the point of view of the different possible voltage-ratios of line and tank, the chosen topology guarantees a continuous conduction mode on both sides. On the schematic represented in Fig. 5, a simple solution is represented, using a single inverter-leg, allowing the voltage adaptation of the supercapacitor tank during its discharge. In this case, a DC-side filter involving L1 and C1 is required in order to benefit from the properties of a rigid voltage-source

Rline

Lline T1 D1 T3 D3 L2

E0line

Cline

Ibus

Vendline

L1

T2

D2

T4

D4

Cscap

Fig. 4. Interface converter with double conversion and intermediary-link

Rline

Lline

L1 T1 D1 L2

E0line

Cline

Ibus

Vendline

C1 T2

Cscap
D2

Fig. 5. Interface converter with single conversion

across the commutation cell, and to reduce the ripple of the current in the line. This solution has the advantage of its low price and can fulfil the function of the interface in most cases of the application. However, there is a disadvantage in the case of a strong line disturbance, especially when the tank is fully charged. In this situation, the supercapacitor current and as a consequence the current in the upper diode of the converterleg cannot be controlled. In order to limit the fast increase of that short-circuit current, a larger series-inductor must be used, together with a security device like a circuit breaker. As an alternative solution, fast fuses could also protect against overcurrent. In order to avoid downtime for repair in the case of an uncontrolled surge current, a converter-structure with the ability to control the current injection in any situation is preferable, even if its costs are higher and energy-efficiency is lower. The converter topology represented in Fig. 4 does not have the disadvantages of the former, and can be controlled for a robust current-feeding mode in most cases of solicitation. A description of the functionalities and properties of the dedicated control-system is given in the next paragraph.

V. A DEDICATED CONTROL-STRATEGY FOR A PERFORMANT AND RELIABLE POWER-FLOW From the structural diagram given in Fig. 6, the open-loop and closed-loop control-circuits can be seen. On both sides of the converter, on the catenary-side and on the storage-tankside, the currents must be controlled individually with fast controllers, assuming a well-defined current in the powersemiconductor devices and in the interconnected circuits. At the level of the intermediate DC-circuit corresponding to the classical capacitor placed between the two boost and buck circuits, the voltage must be stabilized at a constant value. For a correctly controlled operation of the two choppers, this value must be kept above the value of both the catenary value and also the tank-voltage-value. For this purpose, a DC- voltage controller is used, whose output quantity is injected at the level of the catenary-side current control. For the control of the power-flow into and out of the complete storage-device, the set-values of both current controllers are influenced. On the side of the catenary, the current is influenced through an inverted sign, taking into account that a positive sign would generate a current flowing out of the line and into the storage

DOUBLE-STAGE DC/DC CONVERTER CONTROL

Iref_charge_scaps_max DeltaVline + Vinter_ref
Rline

R_Vscaps Iline_r
G2

ymax

Vscaps_max + -

R_Vendline Voline Vendline_ref + + R_Vinter +

G1

Itransfer

-1 +

+ R_Iinject

+ R_Iscaps

Vendline
L1 RL1

Iinject

PWM

Vinter

PWM

Iscaps
L2 RL2

Vscaps

Cinter

Cscaps

RECTIFIER SUBSTATION

LINE (CATENARY)

SUPERCAPACITORS-BASED SUBSTATION

Fig. 6. Structural diagram of the controlled supercapacitive storage based substation

device. At the side of the storage-tank, the current influence occurs via an adaptation block whose role is to take into account the status of the input and output voltages, or of the relation between them. The function used for this block G1 in Fig.6 is based on the elementary relations of step-up and step-down converters as:

Vinter 1 = Vendline 1 - D boost

Vscaps Vinter = D buck

(1)
(2)

So G1 can be chosen as: G1 = Vendline Vscaps (3)

considered that the voltage variations of the catenary are caused by a perturbation that is linked to the current consumption of a bus. Amplitude and location of the perturbation are of course not known. The control of the power-flow from and to the storage device is imposed by a catenary-voltage controller, which receives a specific set-value noted Vendline_ref in the diagram of Fig. 6. This value is obtained by considering the no-load voltage of the catenary Voline from which an average voltage drop is subtracted. This voltage-drop is evaluated by calculation of a corresponding current Iline_r on the catenary-side of the storage substation, dependent on the maximum value of the current in the supercapacitive tank during charging. The current limitation quantity Iref_charge_scaps_max is used as an upper limiting quantity of the voltage limiting controller R_vscaps of the tank. The voltage drop is calculated by the product:

DVline = R line Iline _ r With Iline _ r = G2 ymax = (Vscaps / Vendline ) ymax

(4)

G1 leads to an adapted current set-value for the same power-transfer that is given at the left hand side converter. The control of the power-flow is managed while keeping the catenary voltage on a constant value. Here, it must be

(5)

VI. PRACTICAL VERIFICATION OF THE SYSTEM WITH A 5 KW

PROTOTYPE

A scaled prototype of the Val-Vert substation has been realised in order to show the operation and behaviour of such a system. The scaled system is represented in the picture of Fig. 7. The model has the following characteristics: 60V DCrectifier and line-voltage, 100A maximum load-current, 60V/200A/75F supercapacitor tank (24 x 1800F seriesconnected). The power converter is realized with standard IGBT modules.

controllable load allows the verification of the behaviour of the new storage-device, together with its closed and open-loop control-functions. A PC-based host controller allows the setting of parameters and to modify the control functions, while a flexible high-speed DSP-board is used for the real time control of the whole converter. This dedicated board has been specially developed for the fast control of power-electronic systems, with its own AD-conversion circuits, as well as a programmable logic device [9]. A special interface-card allows the use of commercial power-electronics modules. A first experimental result is given in Fig.8a and 8b and shows the behavior of the line with current consumption. In this case, the DC-line is charged by a trapezoidal load-current in order to simulate the starting current of a trolleybus. Fig. 8b shows the end-of-line voltage when the supercapacitive storage system is not activated. The effect of the resistive line corresponds to a voltage drop from 58 V down to 42 V.

Fig. 8a. Experimental results without compensation: Load-current

Fig. 7. Scaled prototype (5 kW) of the supercapacitor-based end-station.

The DC-substation is realized with a transformer and a diode rectifier, and is connected to the three-phase network. The resistive and inductive line can be charged by a controlled current-source, as an emulation of a bus. This bus-emulator has also been developed in the frame of the project, and has the property to simulate unidirectional current consumptions. Additionally, a separate current-controlled power supply from the labs standard equipment was used for the simulation of situations where a bus is breaking in the regenerative mode. The total system of transformer, rectifier, line and

Fig. 8b. Experimental results without compensation: End-of-line voltage

In Fig. 9, the same solicitation of the line is produced by the bus-emulator, but the catenary-voltage is stabilized to a rated value around 60V thanks to the storage-based substation.

Fig. 9a. Experimental results with the storage: Load-current

The action of the voltage-control is evident. The first curve (Fig. 9a) represents the current of the load, while the second curve (Fig. 9b) illustrates the controlled value of the voltage at the end-of-line. In the third curve (Fig. 9c), the waveform of the current in the supercapacitors is represented. In opposition to the current of the load, this current shows an alternating sign, corresponding to a bi-directional power-flow. This situation results from the superposition of compensation of the load disturbances, and on a recharge of the storage tank. This last phenomenon is also shown in the last curve (Fig. 9d), where the mean-value of the tank-voltage is increasing. In Fig. 10, some details of transient phenomena are shown, caused by a step current consumed by a bus.

a)

b)

Fig. 9b. Experimental results with the storage: Voltage at the end-of-line Fig. 10a. Load step with control of the line-voltage: a) Controlled voltage at the point of coupling (end-of-line) b) Voltage of the supercapacitive tank

a)

Fig. 9c. Experimental results with the storage: Current in the supercapacitors b)

Fig. 10b. Load step with control of the line-voltage: a) Current injected in the line b) Current of the supercapacitors

Fig. 9d. Experimental results with the storage: Voltage of the supercapacitive tank

The voltage at the point-of-coupling is well controlled, while the voltage of the storage-tank is decreasing, according to the capacitors discharge. The second part of the recording shows the corresponding current-pulse, which is injected in the line by the compensator, together with the current in the supercapacitors. Because of the constant catenary-voltage and

the constant value of the injected current, the instantaneous power is also constant. Reflected to the side of the supercapacitors where the voltage decreases, a strong increase of the current is necessary. This effect has also been considered during the design phase of the storage tank, in relation with the admissible current in the supercapacitors, and indirectly with the related energy-efficiency. VII. CONCLUSIONS A supercapacitive-storage based substation for the compensation of resistive voltage-drops in transportation networks has been proposed. It allows to feed as a currentsource in any voltage conditions of the line. The system has been designed as a compensation-substation to be placed at week points like end-of-line stations, instead of additional feeding substations. A dedicated control system for the stabilization of the voltage-level in case of strong perturbations is also proposed. Practical results have been recorded from a reduced-size prototype and are also presented. Supercapacitors-based end-stations can be considered as alternative, promising and innovative solutions. Even if the number of necessary supercapacitors remains high for the full-size application (4800 pieces), it is important to compare the total costs of such an installation with regard to those of a traditional substation. Considering the costs of such a classical substation together with its connection to an AC distribution (civil engineering, excavation through private residential zones, etc.), the choice for an autonomous substation with supercapacitor-storage may prove economically competitive. Global considerations on amortization must be done in relation with todays energy consumption costs where a non-negligible amount of energy is lost in the braking resistors. VIII. REFERENCES
[1] M. B. Richardson, Flywheel energy storage system for traction applications, Internat. Conf. On Power Electronics, Machines and Drives, 2002, Conf Public No 487, pp. 275-279, ISSN 0537-9989, available on http://ieeexplore.ieee.org Pulsed power provision by high speed composite flywheel, Kelsall D.R., Pulsed Power 2000 (Digest No. 2000/053), IEE Symposium , 34.05.2000, London, UK, Page(s): 16/1 -16/5, INSPEC Acc. Nr. 6623246, available on http://ieeexplore.ieee.org SITRAS SES, Energy storage system for 750V DC Railway, Siemens Transportation Systems, Public. Nr A19100-V300-B276 and B275. Hein Gerd, Successful Reduction of Energy Consumption thanks to a Capacitive Energy Storage Device in the Railway Network of the city of Kln, Institutskollokium, WS 2001/02, Elektrotechnisches Institut, Universitt Karlsruhe 76 131 Karlsruhe, D. A. Rufer, P. Barrade, Key Developments for Supercapacitive Energy Storage: Power Electronic Converters, Systems and Control, PCIM2001, International Conference on Power Electronics, Intelligent Motion and Power Quality, June 19-21, Nuernberg, Germany, Conference proceedings pp. 17-25, ISBN 3-928643-27-4 A. Rufer, P.Barrade, A Supercapacitor-Based Energy-Storage System for Elevators With Soft Commutated Interface, IEEE Trans. On Industry Applications, Vol. 38, Nr. 5, Sept/October 2002, pp. 1151-1159. P. Barrade, S. Pittet, A. Rufer, Energy storage system using a series connection of supercapacitors, with an active device for equalizing the voltages, IPEC 2000 : International Power Electronics Conference, 3-7 avril, Tokyo, Japan.

[8]

[9]

H. Barde, Astrium (Matra-Marconi) Toulouse, System considerations of the use of supercapacitors in space systems, Second Boostcap Meeting, 29 mars 2001, Ecole d'ingnieurs de Fribourg, Fribourg, Switzerland. (source: Maxwell technologies Switzerland, CH 1728 Rossens, Switzerland) DSP-Board for power-electronic applications: http://leiwww.epfl.ch/sharc/index.html

IX. BIOGRAPHIES
Alfred Rufer was born in 1951 in Diessbach, Switzerland. In 1976 he receives his Master-degree at the Swiss Federal Institute of Technology in Lausanne (EPFL). In 1978 he starts his professional career at ABB in Turgi, Switzerland. At ABB he worked in the fields of power electronics and control like high power variable frequency converters for drives. From 1985 he works as a group leader for power electronics development at ABB. 1993 he became an assistant professor at EPFL. Since 1996 he is professor and head of the industrial electronics laboratory at the EPFL. He is author of several patents and publications on Power Electronic applications, modulation and control methods. David Hotellier was born in Geneva, Switzerland, in 1974. In 1997, he received the degree of Electronician Engineer from EIG, Geneva, Switzerland. In 2002, he received the degree of Electricial Engineer from Ecole Polytechnique Fdrale de Lausanne, Switzerland where his main research field was the supercapacitive energy storage. Since 2002, he works as an Electricial Engineer at SEMER, Passy, France, in the field of equipment, operation and monitoring of ropeways. Philippe Barrade was born in Cahors, France, in 1968. In 1997, he received the Ph.D. degree in Electrical Engineering from LEEI, INP, Toulouse, France. In 1998, he was working at SAFT, in the field of power electronics, and energy management for UPS applications. Since 1999, he is First Assistant and Lecturer at the Swiss Federal Institute of Technology in Lausanne, Switzerland. His main research fields are power electronics applications, and the energy management and storage with supercapacitors.

[2]

[3] [4]

[5]

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