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Frontiers in Energy

ISSN 2095-1701

ISSN 2095-1698(Online)

CN 11-6017/TK

邮发代号 80-972

2019 Impact Factor: 2.657

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Frontiers in Energy  2020, Vol. 14 Issue (2): 410-418   https://doi.org/10.1007/s11708-016-0440-8
  本期目录
一种基于电力系统分析工具箱(power system analysis tool box, PSAT)的风力集成系统IEEE-14母线电压稳定性研究新方法
KUMAR Satish1(), KUMAR Ashwani1, SHARMA N. K.2
1. Department of Electrical Engineering, National Institute of Technology(NIT), Kurukshetra, Haryana 136119, India
2. Department ofElectrical Engineering, G L Bajaj Institute of Technology and Management, Greater Noida, Utter Pradesh 201306,India
A novel method to investigate voltage stability of IEEE-14 bus wind integrated system using PSAT
Satish KUMAR1(), Ashwani KUMAR1, N. K. SHARMA2
1. Department of Electrical Engineering, National Institute of Technology(NIT), Kurukshetra, Haryana 136119, India
2. Department of?Electrical Engineering, G L Bajaj Institute of Technology and Management, Greater Noida, Utter Pradesh 201306,??India
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摘要:

日常生活中的最大用电需求从基本负荷到高峰负荷呈指数级增长。这种电力需求可能来自工业或家庭。为了满足消费者这种最大电力需求，一种选择是将可再生能源资源与传统发电方法相结合。在目前的情况下，风力发电系统是与传统发电系统相连接的一种发电方式。当常规电网系统负载增加时，系统各母线电压有下降的趋势，造成系统内部严重的电压下降或电压不稳定。鉴于此，识别系统内的薄弱母线已成为必要。本文提出了通过线路指标来识别薄弱母线，据此可采取纠正措施补偿电压下降。此外还试图通过整合可再生能源系统来补偿电压下降。利用电力系统分析工具箱(power system analysis tool box, PSAT)和综合测试系统的线路指标，计算了系统功率流(power flow, PF)，基于此对测试系统中某母线处的风能系统进行集成和系统性能验证。在PAST平台上，利用功率流和负载潮流结果计算了IEEE-14总线测试系统的线路指标。
Abstract：

The maximum demand of power utilization is increasing exponentially from base load to peak load in day to day life. This power demand may be either industrial usage or household applications. To meet this high maximum power demand by the consumer, one of the options is the integration of renewable energy resources with conventional power generation methods. In the present scenario, wind energy system is one of the methods to generate power in connection with the conventional power systems. When the load on the conventional grid system increases, various bus voltages of the system tend to decrease, causing serious voltage drop or voltage instability within the system. In view of this, identification of weak buses within the system has become necessary. This paper presents the line indices method to identify these weak buses, so that some corrective action may be taken to compensate for this drop in voltage. An attempt has been made to compensate these drops in voltages by integration of renewable energy systems. The wind energy system at one of the bus in the test system is integrated and the performance of the system is verified by calculating the power flow (PF) using the power system analysis tool box (PSAT) and line indices of the integrated test system. The PF and load flow results are used to calculate line indices for the IEEE-14 bus test system which is simulated on PSAT.
Key words： voltage stability    line indices    power system analysis tool box (PSAT)    wind system    line loading    power flow (PF)
收稿日期: 2016-03-03      出版日期: 2020-06-22
通讯作者: KUMAR Satish     E-mail: satish_1298-10@nitkkr.ac.in
Corresponding Author(s): Satish KUMAR   
 引用本文:   
KUMAR Satish, KUMAR Ashwani, SHARMA N. K.. 一种基于电力系统分析工具箱(power system analysis tool box, PSAT)的风力集成系统IEEE-14母线电压稳定性研究新方法[J]. Frontiers in Energy, 2020, 14(2): 410-418.
Satish KUMAR, Ashwani KUMAR, N. K. SHARMA. A novel method to investigate voltage stability of IEEE-14 bus wind integrated system using PSAT. Front. Energy, 2020, 14(2): 410-418.
 链接本文:  
https://academic.hep.com.cn/fie/CN/10.1007/s11708-016-0440-8
https://academic.hep.com.cn/fie/CN/Y2020/V14/I2/410
Fig.1  
Fig.2  
Fig.3  
Bus No. V/p.u. Phase (Radian) P gen./p.u. Q gen./p.u. P load/p.u. Q load/p.u.
Bus 1 1.06 0 7.764 2.390 0 0
Bus 2 0.931 –0.3140 0.101 1.7701 0.514 0.301
Bus 3 0.872 –0.7998 0.019 1.689 2.234 0.450
Bus 4 0.799 –0.6182 0 0 1.133 0.094
Bus 5 0.811 –0.5168 0 0 0.180 0.037
Bus 6 0.862 –0.9064 0.017 0.887 0.265 0.177
Bus 7 0.842 –0.9064 0 0 0 0
Bus 8 1.003 –0.8273 0.014 0.917 0 0
Bus 9 0.770 –0.8302 0 0 0.699 0.393
Bus 10 0.764 –0.9418 0 0 0.213 0.137
Bus 11 0.800 –0.9556 0 0 0.083 0.042
Bus 12 0.810 –0.9385 0 0 0.144 0.037
Bus 13 0.790 –0.9644 0 0 0.320 0.137
Bus 14 0.715 –1.0341 0 0 0.353 0.118
Tab.1  
Bus No. Line loading 25% Line loading 50% Line loading 75% Line loading 100%
Bus 1 0.2512 0.3113 0.3233 0.3390
Bus 2 0.2870 0.2930 0.3125 0.3208
Bus 3 0.3512 0.3555 0.3806 0.3991
Bus 4 0.3321 0.3061 0.3584 0.4021
Bus 5 0.3802 0.3911 0.4306 0.5389
Bus 6 0.3131 0.4159 0.4233 0.4555
Bus 7 0.4251 0.5031 0.6129 0.7989
Bus 8 0.5002 0.5112 0.5313 0.5672
Bus 9 0.5227 0.5338 0.5440 0.5823
Bus 10 0.6939 0.6998 0.7123 0.7551
Bus 11 0.5030 0.5112 0.5231 0.5667
Bus 12 0.4993 0.5123 0.5693 0.5787
Bus 13 0.5838 0.5879 0.5990 0.6105
Bus 14 0.5980 0.6012 0.6938 0.7989
Tab.2  
Bus No. Line loading 25% Line loading 50% Line loading 75% Line loading 100%
Bus 1 0.1209 0.1354 0.1388 0.1441
Bus 2 0.1338 0.1392 0.1421 0.1480
Bus 3 0.2016 0.2117 0.2230 0.2251
Bus 4 0.2861 0.2989 0.3120 0.3215
Bus 5 0.3081 0.4119 0.4256 0.5330
Bus 6 0.0121 0.1515 0.2136 0.2110
Bus 7 0.3628 0.5376 0.5396 0.6012
Bus 8 0.1213 0.1390 0.2330 0.2517
Bus 9 0.3156 0.3222 0.3318 0.3320
Bus 11 0.3259 0.3330 0.3451 0.3821
Bus 12 0.3591 0.3599 0.4112 0.4213
Bus 13 0.3798 0.3938 0.4169 0.4297
Bus 14 0.5468 0.5829 0.6859 0.6983
Tab.3  
Fig.4  
Bus No. V/p.u. Phase (Radian) P gen./p.u. Q gen./p.u. P load/p.u. Q load/p.u.
Bus 1 1.062 0 3.520 0.281 0 0
Bus 2 1.045 –0.1356 0.4 0.948 0.303 0.177
Bus 3 1.013 –0.3321 0 0.597 1.318 0.266
Bus 4 0.997 –0.2644 0 0 0.669 0.056
Bus 5 1.002 –0.2269 0 0 0.106 0.022
Bus 6 1.074 –0.3695 0 0.444 0.156 0.105
Bus 7 1.036 –0.3393 0 0 0 0
Bus 8 1.093 –0.3393 0 0.334 0.413 0
Bus 9 1.012 –0.3790 0 0 0.126 0.232
Bus 10 1.012 –0.3844 0 0 0.049 0.081
Bus 11 1.035 –0.3798 0 0 0.085 0.025
Bus 12 1.046 –0.9059 0 0 0.109 0.022
Bus 13 1.036 –0.3914 0 0 0.189 0.081
Bus 14 0.996 –0.4105 0 0 0.208 0.072
Tab.4  
Bus No. Line loading 25% Line loading 50% Line loading 75% Line loading 100%
Bus 1 0.1209 0.1354 0.1388 0.1441
Bus 2 0.1338 0.1392 0.1421 0.1480
Bus 3 0.2016 0.2117 0.2230 0.2251
Bus 4 0.2861 0.2989 0.3120 0.3215
Bus 5 0.3081 0.4119 0.4256 0.5330
Bus 6 0.0121 0.1515 0.2136 0.2110
Bus 7 0.3628 0.5376 0.5396 0.6012
Bus 8 0.1213 0.1390 0.2330 0.2517
Bus 9 0.3156 0.3222 0.3318 0.3320
Bus 10 0.3398 0.3412 0.4556 0.5106
Bus 11 0.3259 0.3330 0.3451 0.3821
Bus 12 0.3591 0.3599 0.4112 0.4213
Bus 13 0.3289 0.3301 0.3451 0.3551
Bus 14 0.5468 0.5829 0.6859 0.6983
Tab.5  
Bus No. Line loading 25% Line loading 50% Line loading 75% Line loading 100%
Bus 1 0.3825 0.3878 0.3920 0.4020
Bus 2 0.3121 0.3393 0.3369 0.3820
Bus 3 0.3352 0.3811 0.4111 0.4232
Bus 4 0.2239 0.3020 0.3396 0.3880
Bus 5 0.4267 0.4390 0.4830 0.5239
Bus 6 0.3020 0.4351 0.4442 0.4577
Bus 7 0.3251 0.4550 0.5389 0.5889
Bus 8 0.3111 0.3540 0.3933 0.4812
Bus 9 0.3898 0.3990 0.4320 0.4560
Bus 10 0.5112 0.6219 0.6336 0.5623
Bus 11 0.4354 0.4554 0.4891 0.5320
Bus 12 0.4113 0.4256 0.4389 0.5413
Bus 13 0.4061 0.4778 0.5163 0.5224
Bus 14 0.4431 0.5009 0.6191 0.6196
Tab.6  
Fig.5  
Fig.6  
Fig.7  
Fig.8  
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