Summary of Dynamic Model for Full-Converter Wind

Turbines employing Permanent Magnet Alternators

There are a number of different wind turbine technologies competing for market
share in this growing industry. One of these technologies is the full converter wind
turbine (FCWT) employing a permanent magnet alternator (PMA). This
technology has a number of significant advantages. It effectively decouples the
generator from the grid, improving fault response. It allows the turbine to operate
over a wide speed range, leading to improved power extraction from the wind and
other advantages. So the combined advantages of the FCWT and PMA lead to
search for reliable models to evaluate the impacts of integrating these FCWTs into
the existing grid.
This paper describes the development and testing of a dynamic model for full
converter wind turbines employing permanent magnet alternators. The model
described here is not proprietary and is a generic, manufacturer-independent model
with no restrictions on its use.
In order to tackle complexity, wind turbines can be thought of as a collection of
subsystems which can be modeled individually. The individual subsystem models
can then be assembled into a complete wind turbine model. From a modeling
standpoint, a full converter PMA wind turbine consists of the following
mechanical and electrical subsystems:
Aerodynamic model for rotor
Mechanical two-mass model for drive train
Reference power calculation block
Pitch controller
Permanent magnet Alternator (PMA) model
Rectifier and buck/boost converter models (for DC link voltage control)
Inverter model (current-controlled)
Unit transformer and grid representation
The interaction between each of the components listed above determines the wind
turbine models steady-state and dynamic response.
After modeling each components complete model was assembled and subjected to
testing. The results show that the desired power curve is found and sharp edges are
smoothened using smoothening technique. In order to test if independent real and
reactive power control has been achieved, two tests were carried out: real power
drop and reactive power rise. The results conclusively show that a change in either
real power or reactive power demand does not affect the other quantity except
momentarily. The pitch control is tested by subjecting it to speed greater than the
rated speed. The result show that the pitch control responding actively and indeed
works in a stable fashion. The turbine dynamics is tested by increasing the wind
speed greater than the rated speed the pitch controller was active. Voltage sag on
the grid was simulated, and the real and reactive power response of the wind
turbine was observed. The intent of the test is to show that the model does indeed
respond to events occurring in the dynamic timescale and that the response of the
machine to this event is realistic. The results of the test shows that the model does
indeed respond to the grid event as expected.
The converter topology of the model described in this paper is a popular one; the
PMA is interfaced to the grid through an AC-DC-AC conversion system. The
converter interfacing the turbine to the grid has to handle the entire output of the
generator (unlike in a DFIG turbine where the converter handles only 30% to 40%
of the generator output) and hence is more cost and lossy, but also provides more
headroom to supply reactive power to the grid. In the past many various Converter
topologies was implemented. The model described in this paper differs from those
models on various points. The model presented here employs a buck-boost
converter which is intended for DC link voltage control.
In conclusion, the development and testing of a full converter wind turbine
employing a permanent magnet alternator has been presented here. This model is
unique in that it employs a buck-boost converter to control DC link voltage. All the
desired outputs are achieved from the tests. An example of the models dynamic
response has also been provided. In the future, the model will be used as a platform
to model various controls such as those needed to provide low voltage ride through
(LVRT) and inertial support.