A HIGH-PERFORMANCE, CONTROLLED CYCLOCONVERTER FOR TRACTION POWER APPLICATION

Ezzat B. Khalafalla, Senior Member S.C. Dun, Member

Stone & Webster Engineering Corporation Southeastern Pennsylvania Transportation Authority
3 Executive Campus, P.O. Box 5200 714 Market St.
Cherry Hill, New Jersey 08034 Philadelphia, Pennsylvania 19 106-2385

Absrract - This paper discusses the application and performance
of a cycloconverter-type frequency converter as applied to traction
(railroad) power loads. The paper details 1) the basic theory and op-
eration of a cycloconverter and traction power, 2) ratings to meet
performance requirements for traction application, 3) efficiency and
power factors, 4) harmonic analysis, and 5) a summation, including
the advantages of static frequency conversion equipment. The data
contained in this paper are based on corroborated experimental re-
sults from the field installation of a 3-15 MVA static frequency con-
verter station.
Introduction
During recent years, the development of thyristor switching de-
vices has opened up new fields of traction power application. These
devices are highly reliable and require little maintenance. For traction
applications, the most important characteristics of cycloconverters are
their high range of operation and high overload capability.
This paper investigates line-side and load-side interaction for the
cycloconverter application in the traction power area. It is well known
that static converters may generate inductive power and harmonic
power on both the line and load sides. For this investigation, funda-
mental inductive power on the load side (25 Hz) is assumed constant
(0.8 pF). Harmonic power, which may cause additional losses, is
therefore a disadvantage. The power factor on the line side (60 Hz)
ideally should be as close as possible to unity, since both reactive and
harmonic power contribute to additional losses and voltage distortion.
With the rapid advance and acceptance of solid-state technology,
static power conversion equipment can be applied to replace existing
converter equipment on low-frequency traction power systems. A
number of such applications in Europe have successfully employed
thyristor switching equipment in traction power fields.
converter by phase-controlling the output of a double (reversing)
converter to produce an alternative voltage (see Fig. 2). Traction
power used on SEPTA’S 11-kV commuter rail system is single-
phase, 25 Hz; therefore, one double converter is sufficient for trac-
tion power application (see Fig. 3). (Normally, three double convert-
ers are required to produce a 1200, phase-shifted, three-phase
cycloconverter system.) Since the cycloconverter output is derived
directly from the ac power system, the maximum output frequency is
limited to a fraction (typically one-third) of the power system fre-
quency (e.g., 16 2/3 Hz for the 50-Hz systems used in Europe and
25 Hz for 60-Hz systems in the US.)to maintain an acceptable out-
put voltage waveform with low harmonic content. Output voltage con-
trol is also accomplished by phase-controlling the converters to pro-
duce the desired voltage level of the output ac voltage wave. The
cycloconverter operation continually transfers the load current from
one thyristor to another, and from positive to negative current flow,
thus producing the shape and polarity of the output ac voltage. The
current-carrying capacity of the thyristor devices is based on this con-
tinual switching, which requires that certain output frequencies be
avoided to prevent excessive heating of a particular group of thyris-
tors. The most important frequencies to be avoided for continuous
operation are 0, 30, 45, and 60 Hz [SI. Continuous operation at
these frequencies may be possible at reduced load. For traction power
application, the required output frequency is 25 Hz (the frequency
utilized in the original electrification of U.S.railroads in the 1920s
and 1930s). The efficiency of the cycloconverter is high due to the
use of static components such as thyristors. The no-load and full-load
losses are approximately 1 and 7 percent of rated kVA, respectively
[lo].

It should be recognized that the growing use of thyristor controls

requires increased attention to harmonic distortion for two reasons.
First, this equipment often introduces considerable amounts of har-
monic currents into the power system. Second, the equipment re-
quires high-quality voltage with low distortion for proper operation.

Basic Theorv of Ooeration

A cycloconverter consists of several phase-controlled rectifier cir-

cuits (thyristors) connected to an ac supply system which provides the
voltages necessary for delayed-phase commutation. The individual
circuits are controlled so a low-frequency output voltage waveform is
fabricated from segments of the polyphase input voltages [ 11.

A basic cycloconverter circuit which utilizes a three-phase bridge

thyristor converter is shown on Fig. 1. Note that the power conversion
circuits are connected to the ac power system through isolation trans-
formers, thus providing electrical isolation between the power system
and output phases of the cycloconverter. The transformers also pro-
vide correct voltage to the converter circuit as required. The basic Fig. 1. Three-phase to three-phase cycloconverter: (a) schematic
cycloconverter operation utilizes the technology of the dc thyristor diagram; (b) basic circuit.

CH3O4-9/91 /oooO-0133$1.oO 0 1991

133

i Inversion 1
]- Rectification -c- 4I
0 '-curr.nr
0
I"
OIOUP
Fig. 2. Voltage and current waveforms for the positive group of
a phase-controlled cycloconverter when feeding an in-
ductive load at 0.6 power factor.
Fig. 3. Three-phase to single-phase cycloconverter: (a) schematic
diagram; (b) basic circuit; (c) actual circuit.
A major concem is the 60-Hz voltage waveshape, for which sev-
eral methods of reducing the harmonic content are available. Trans-
formers or reactors insert impedance between the converter bridge
and the system. Capacitors tuned with a small inductance absorb har-
monic energy. Static harmonic filters and power factor correctors are
used also.
Whether or not harmonic filters are required for a particular ap-
plication is determined by system impedances, magnitudes of the har-
monics, and other loads on the electrical system.
The filters may be classified by their location, connection to the
main circuit, sharpness of tuning, and the number and frequencies of
their resonances.
The practical criterion for adequacy of ac filters would be an ac-
ceptable level of harmonics at the converter terminal, expressed in
terms of harmonic current, harmonic voltage, or both. The criterion
based on harmonic voltage at the converter terminals is more favor-
able because the filter design can be guaranteed to stay within a rea-
sonable voltage limit despite changes in the 60-Hz network imped-
ance seen from the converter terminals [3].
A harmonic study of the entire system will determine the type and
location of potential harmonic problems within the system and the
remedial steps that should be taken.
yniaue 0
- ine Characteristiq
".Call".
The fact that traction load (25 Hz) is uncoupled from source
power (60 Hz) by the cycloconverter provides a number of unique
operating characteristics.
The system is defined as a static frequency converter (cyclocon-
verter), which operates as a source of current to the traction load.
The source power bus (60 Hz) does not "see" the traction load
(25 Hz) directly and vice versa. The traction load will not contribute
to short circuits on the 60-Hz bus; and 60-Hz bus disturbances, such
as unbalanced voltage, three-phase, phase-to-phase and ground fault
disturbances, will not disturb the traction load. The power transmis-
sion to the traction load is, of course, disrupted by the power 60-Hz
bus disruption.
Application of static frequency converter equipment to supply
power to traction loads requires recognition of the potentially adverse
60-Hz system operating characteristics and evaluation of the 60-Hz
system design to minimize their effects. The adverse characteristics
are the harmonic currents produced by line-commutated power con-
verters and the reduction-in-power factor associated with the phase-
control action of the cycloconverter.
The design and operation of the system should recognize these
unique operating characteristics and be optimized for highest effi-
ciency, power factor and reliability, and minimal harmonic effects.
Svstem Desien and Performancs
For traction load application, the system design can be optimized
to improve overall system performance. Performance criteria to con-
sider are as follows:
Cycloconverter rating
System rating
Efficiency
Power factor
Harmonics
Reliability/availability.
Cvcloconverter Rating
The first consideration for traction application is selection of the
cycloconverter rating. For reasons not within the scope of this paper,
a 15-MVA cycloconverter unit with 200-percent emergency overload
rating capability was selected and sized to operate in parallel with two
other units [ 81.
Svstem R a t i a
In the past, train-starting transients and voltage dips have been
major problems of electrical tractions. The new problem is not only
the transient conditions, but also the steady-state power harmonics
[ 61. The system design starts with the cycloconverter voltage, which is
required at rated power.
134

Determining cycloconverter system efficiency requires that the
segregated losses of major components be determined as a function of
system operating variables such as voltage, current, and frequency.
An evaluation of these losses will indicate the most efficient way to
operate the system over the power output range. The losses are identi-
fied in two categories, operating condition and harmonic, both of
which must be adjusted from the losses at the base rating. Tables 1
and 2 identify the segregated losses for major components and define
the adjustments which apply for operating conditions and harmonics.
banks happen to be resonant with the source at harmonic being gen-
erated, harmonic resonance occurs. The capacitor banks are in shunt
with the system impedance, which is usually inductive. The combina-
tion forms a parallel resonant filter which results in increased harmon-
ic currents and voltages (a potential for high voltages is present). The
frequency of a resonance will be approximately:
h =-Mvasc
Mvarc
where:

Table 1 - Transformers and Reactor Segregated Losses h = Harmonic of the fundamental

M V % ~Three-phase
= short-circuit duty of the bus in Mva
Loss Adiustment Mvar,= Mvar rating of the capacitor bank
Operating
kQss Condition The formula is also equivalent to:
Transformer

Excitation V None
PR I2 & temp. None
where:
Stray I2 & temp. PS = IiH
Eddy I2 & temp. Pe = IiH2 AV = Change in the voltage

Reactor For weak supply systems, the harmonic number can be in the
range of the second or third harmonic. It is not uncommon to find a
IR I2R & temp. None system tuned to the fifth harmonic.
Stray None Ps = IiH
Eddy None Pe = I;H2 From a capacitor bank application perspective, the amount of
harmonic on a high-voltage system may be divided into three catego-
Table 2 - Cycloconverter and Control Segregated Losses ries:

Loss 1. Harmonics exist, but not in enough magnitude to require any

special consideration.
Operating
Lpss Condition 2. Enough harmonics are present to cause problems only if reso-
nance occurs between the capacitors and system source.
Control Constant None
Cooling System Constant None 3. Harmonics are large enough to cause problems for capacitor
Bus P R 12 x K K = 1.1 banks or bus voltages, even in the absence of a resonant con-
Thyristor V(on-state)I None dition.
Filters Vf2 Pf = F(V2 ,f, a, p)
The location of the capacitor banks on the system will not be
discussed in detail here. Data to design a system for the harmonic
Note: requirements can be derived from the system distribution or transmis-
V(on-state) = Forward voltage drop of the thyristor
sion network impedances (see Fig. 4).
CY = Phase control angle
p = Commutating angle

Large installations of harmonic generating loads, such as

cycloconverters, on a weak high-voltage source may lead to badly
distorted bus voltages. In addition, if the high-voltage capacitor

BASE VALUES
KV = 230 KV
Mw 5 lOWMv8

Fig. 4. Schematic of simplified system network

 To avoid harmonic resonance, an installation may be "detuned"
by tuning to a resonance below the fifth harmonic and using an un-
grounded capacitor bank. The usual practice is to tune the capacitor
with a reactor to about the 4.7th harmonic. This makes the capacitor
resonant with the source substantially below the fifth harmonic, the
lowest harmonic generated in significant magnitude. Thus, the capaci-
tor bank cannot become resonant with the source at the fifth harmoic
or higher without removing a substantial number of capacitors from
the bank.
The harmonic losses in the 60-Hz system (transformer, cables,
converter, filters, etc) are related to strand and circulating loss in the
system. These harmonic losses can be reduced significantly by using
two separate transformer, phase-shifted 30 electrical degrees
(12-pulse converter) filter banks.
hxedaml
The 60-Hz ac supply currents are nonsinusoidal in a cycloconver-
ter installation, and a distinction must be made between the power
+
factor (A), displacement factor (cos ), and distortion factor (jl) . In
such cases, the power factor, A, is defined as the ratio of the real
input power in watts to the total apparent power in volt-amps. The
displacement factor, cos I$ , is the fundamental power factor, since
4 is the phase displacement between the fundamental phase current
and the sinusoidal phase voltage. The distortion factor, p, is the ratio
of the fundamental Rh4S current to the total RMS current. These
quantities are related as
A = jl cos I$ (1)
The cycloconverter cannot transmit leading reactive power, and
the lagging reactive power drawn from the supply is always greater
than that delivered to the load.
The power factor of interest to the user is the displacement power
factor seen at the 60-Hz primary isolation transformer. The power
factor of traction power is of interest only as it affects the efficiency
and kVA rating of the cycloconverter and filter bank at the 25-Hz
side. The input displacement power factor is a function of the voltage
level at traction power. To a first approximation, the input displace-
ment power factor will decrease linearly with the traction power load
voltage.
m o n k and Svstem De-
The harmonics of major interest are those injected into the utility
power system network by the cycloconverter system. Static-power
converters generate currents which create harmonic voltage distortion
at the supply bus. By proper analysis and system design, the voltage
distortion can be kept within acceptable limits to ensure that other
equipment connected to the bus will operate satisfactorily (21.
The spectrum of currents at various frequencies indicates the
magnitudes expected at different load levels. These currents will be
developed as a result of switching operations by the thyristors. The
voltages produced will be the products of the current magnitudes flow-
ing into the system and encountering system impedances, which are
presented to the current flow at the respective frequencies. These har-
monic voltages may be of such magnitudes as to cause distortion of
the voltage waves. Distortion of the supply voltage waveform normally
is objectionable, since it may cause overheating of power factor cor-
recting capacitors. At the harmonic frequencies, undesirable series
resonance also may occur between the power factor correcting capaci-
tance and the transformer reactance. A certain amount of telephone
136
interference is also possible, and lighting flicker may occur. Addi-
tional problems such as heating in rotating equipment, transformer
overexcitation, and capacitor overvoltage have been known to occur.
Harmonic currents and voltages also tend to desensitize electrome-
chanical relays. To minimize the impact of harmonic voltage distor-
tion, one general approach is to design the power supply with low
impedance (with a high short-circuit level) to allow currents to flow
into the system without developing greater voltages than required.
The harmonic currents injected by cycloconverters have a unique
type of spectrum. The characteristic harmonic frequencies can be
demonstrated by the following equation:
f = (pm f l)f f 6nfo
h
where:
fo= Output frequency of cycloconverter (25 Hz)
f = Power frequency (60 Hz)
m and n = Constants 1, 2, 3, ...
p = pulse rectifier (12 pulse for this application)
Because of load unbalance and asymmetries between the phase
voltage and the firing angle, noncharacteristic harmonic frequencies
may be present which can be demonstrated by the following equation:
f = (pm&l)f k2nfo
h
The above equation illustrates that the harmonic currents spec-
trum ranges from 10 to 2000 Hz.
Because the output frequency, f,, is fixed (25 Hz) for traction
power application, the harmonic spectrum is fixed, unlike other appli-
cations such as variable speed drive where output frequencies vary. As
a result of the fixed harmonic spectrum, tuned filters are effective and
more practical. However, because of filter design limitations, a filter
for a subharmonic 10-Hz frequency may not be feasible or economi-
cal. The existence of a 10-Hz frequency may produce a flickering
voltage on the high-voltage network even though the total harmonic
distortion factor is within the acceptable level. To reduce the flicker-
ing voltage impact on the high-voltage network, the supply system-
available short-circuit Mva should be at least 100 times the cyclocon-
verter output power.
The magnitude of the harmonic current is a function of the mag-
nitude of the fundamental current and the phase-control angle of the
source-side converter. In many cases, the magnitudes of harmonics
are known or calculated, but their phase angles are not known. For
this reason, it is usually more practical to assume that the crests of all
harmonics occur simultaneously at least once per cycle.
In practice, harmonic order above the twenty-fifth harmonic may
be neglected with very little error.
Radio interference in the frequency range of 0.2 to 10 MHz is
generated in the converter station due to rapid breakdown of the volt-
age between anodes and cathodes of the thyristor valves during the
ignition period. These breakdowns cause steep current pulses to be
injected into the system, resulting in radio noise. The noise can be
reduced by proper electromagnetic screening of the thyristor valve
cubicles in the converter station. No extra filtering measures should
be required.
 . ‘i
The reliability of the static-power conversion equipment, as ex-
pressed in terms of MTBF (mean time between failure), has been signifi-
cantly improved by the use of thyristors, microprocessors, integrated-cir-
cuit technology, and improvements in manufacturing and quality control
techniques. The calculated MTBF for a 12-pulse converter is 15,000 to
20,000 hours (approximately 2 years). These numbers are based on
conservative design practice for power and control circuits. The avail-
ability of the equipment, expressed by the probability that it will be oper-
ating at any time, is 99.95 percent because of short repair time, which is
conservatively estimated to be 4 hours.
The reliabilitylavailability of the static frequency converter can be
improved by maximizing the reliability of each of its major components -
the power system, cooling system, and control electronics.
Power system reliability is maximized by increasing the thyristor reli-
ability. The two key elements in determining thyristor reliability are
working voltage and junction temperature.
Substantial derating must be applied to both the voltage rating and
the junction temperature to obtain a high level of reliability. Further
significant improvement in reliability is achieved by adding one extra
thyristor device in series per string, which increases the voltage margin
and the ability of the converter to operate with one failed device without
decreasing the reliability of the remaining devices. The combination of
voltage and junction temperature derating, plus the addition of an extra
device per string such that no single power device can cause a converter
failure, results in an extremely high level of reliability in the converter
power system.
The thyristor equipment is air-cooled. The ventilation system for the
converters employs a fan inside the converter cabinet as the moving
force for pulling outside air into the converter to cool the thyristors.
The control electronics, by the sheer number of components, is the
determining factor in overall converter reliability. Control electronics re-
liability is maximized by the following three steps:
1. Using the highest level of 100-percent tested components.
2. Eliminating unreliable components.
3. Bum-in of finished electronics package.
Redundant control can be achieved to some degree, but its complex-
ity can easily outweigh any advantages. A more favorable approach to
redundancy is the use of completely independent power/control systems
to operate the static converter. However, the increase in equipment size
and cost for redundant capability may not be justified.
Redundant capability can be minimized by using “noninjurious”
temperature capability for these short-time emergency conditions or by
applying any thermal margin originally specified for the equipment. In
either case, the loss of equipment life would be insignificant.
Conclusions
This paper has covered some of the basic principles of cycloconver-
ter theory, application in the traction power area, and system considera-
tions. There is also a wealth of experience to guide an engineer in mak-
137
ing decisions for successful implementation of static frequency convert-
ers. The following fundamentals apply:
Employing a cycloconverter in a traction power application is
feasible and practical provided the design recognizes all applica-
tion factors involved.
Harmonic analysis should be an integral part of the design or
expansion of any converter station containing several large
cycloconverters.
The cycloconverter is equipped with tuned filter banks to sup-
press harmonics, generate reactive power, and support commu-
tation.
References
John M. D. Murphy. Thyristor Control of A X . Motors.
New York: Pergamon Press, 1973.
The Institute of Electrical and Electronics Engineers, Inc.
(IEEE). IEEE Standard 519-1981. Guide for Harmonic
Control and Reactive Compensation of Static Power Con-
verters. New York, 1981.
Edward Wilson Kimbark. Direct Current Transmission -
Volume 1. John Wiley and Sons, Inc., 1971.
Pennsylvania Power & Light Company (PP&L). Power Sys-
tem Harmonies - Establishment of Criteria and Method of
Analysis. PP&L System Planning Department Report
SPR-249. PP&L, Allentown, Pa., 1985.
Bimal K. Base. Adjustable Speed AC Drive Systems. New
York: IEEE Press, 1980.
The Institute of Electrical and Electronics Engineers Work-
ing Group on Power System Harmonics. Power System Har-
monics: An Overview. Vol. PAS-102, No. 8, August 1983.
Robert B. Fisher. Introduction of Static Frequency Convert-
er on SEPTA’S 25-Hz Commuter Rail System. Presented
at ASME/IEEE Joint Railroad Conference, Chicago, Ill.,
April 17-19, 1990.
Tristan A. Kneschke. Static Frequency Converter for
SEPTA’S Wayne Junction Traction Substation. IEEE Trans.
on Industrial Application, vol. 1A-21, No. 2, MarchIApril
1985.
Stig A. Annestrand. Radio Interference from HVDC Con-
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Acknowledement
The authors wish to thank L. Nilsson (ABB Traction, Vasteras, Swe-
den), who provided technical contributions to this paper. The authors
also would like to acknowledge R. Fisher of SEPTA for his technical
direction and valuable comments regarding this paper.