Simulation of a High penetration Wind Diesel System with a Ni-Cd battery energy storage

R. Sebastin, Member, IEEE and R. Pea, Student Member, IEEE Department of Electrical, Electronic and Control Engineering, Spanish University for Distance Education, 28040 UNED Madrid, Spain E-mail: rsebastian@ieec.uned.es The power system discussed in this paper is presented in Fig.1. The DG includes a friction clutch, which has three states: engaged, locked and disengaged [3]. If the clutch is disengaged, the frictional surfaces are not in contact and no torque is transferred to the Synchronous Machine (SM), so that if CG and CT are closed the operation mode is WO. In WO mode the DE may be shut down, but in this paper it will run at slow speed as it is explained later on. With the clutch engaged, the frictional surfaces slip past one another and kinetic friction torque is transferred to the SM. Finally, if the clutch is locked, the frictional surfaces are locked together without slipping and static friction torque is transferred to the SM. With the clutch locked the DE transfers torque to the SM and if CG is closed, the WDHS is in the DO/WD mode if the WTG circuit breaker CT is opened/closed respectively. The speed control in the DE is isochronous, so the DE will try to run at constant speed both when it is loaded (clutch is locked) and when it runs unloaded (clutch is disengaged). The SM balances the reactive power demanded by the components of the power system. In this paper the SM and its automatic voltage regulator will control the voltage of the isolated grid to be within the prescribed levels during the three operation modes. The constant speed WTG consists of a Wind Turbine driving an Induction Generator (IG) directly connected to the autonomous grid. This type of WTG consumes reactive power so a capacitor bank has been added to compensate the power factor. The Dump Load (DL), consisting of a set of semiconductor power switches and a binary bank of resistors, is a controlled sink of active power. The Battery based Energy Storage System (BESS), consisting of a battery bank and a power converter, is a controlled sink/source of active power. The behavior of these controllable elements depends on the operation mode of the plant. In WO mode [4] the active power for the consumer load is produced only by the WTG. Since the PT (also called wind power) and PL are uncontrolled the DL+BESS must perform the instantaneous balance of the active power needed to regulate the system frequency. The DL+BESS must consume power when PT exceeds PL and the BESS must generate power when PT is less than PL The situation where the BESS supplies power is temporary, so that if this situation persists the control system of the WDHS must order to start the DE and when the speed difference between DE and SM is small

Abstract- High wind penetration Wind Diesel Hybrid Systems (WDHS) have three operation modes: Diesel Only (DO), Wind Diesel (WD) and Wind Only (WO). The WDHS presented in this article consists of a Diesel Engine (DE), a Synchronous Machine (SM), a Wind Turbine Generator, the consumer Load, a Ni-Cd Battery based Energy Storage System (BESS) and a Dump Load. The DE can be engaged (DO and WD modes) or disengaged (WO mode) from the SM by means of a clutch. All the models of the previously mentioned components are presented and the performance of the WDHS has been tested through simulation using the MATLAB-Simulink environment. Simulation results with graphs for the frequency, voltage and active powers for the elements of the Isolated Power System are presented for wind speed changes in WO mode and for the transition from WO to WD mode. Index Terms Wind Diesel, Isolated Power Systems, Dynamic Simulation, Battery based Energy Storage Systems, Distributed Control Systems.

I.

INTRODUCTION

A Wind Diesel Hybrid System (WDHS) is any autonomous electricity generating system using Wind Turbine Generators(s) (WTG) with Diesel Generator(s) (DG) to obtain a maximum contribution by the intermittent wind resource to the total produced power, while providing continuous high quality electric power [1]. If the WDHS is capable of shutting down the diesel generators during periods of high wind availability, the WDHS is classified as high wind penetration. High penetration WDHS have three operation modes: Diesel Only (DO), Wind Diesel (WD) and Wind Only (WO) [2]. In DO mode the Diesel Generators supply the active and reactive power demanded by the consumer load. Load sharing and speed regulators controlling each diesel engine perform frequency regulation and the synchronous voltage regulators in each generator perform voltage regulation. In WD mode, the Wind Turbine Generators (WTGs) also supply active power and the same regulators as in DO mode are in charge of controlling the frequency and the voltage. In WO mode the diesel generators are not running, only the wind turbines are supplying active power and therefore auxiliary components, as it will be seen in the next section, are needed to control frequency and voltage. II. THE POWER SYSTEM

clutch

Diesel Engine
FUEL
speed regulator+ actuator

Synchro. machine SM wREF

mode
CG PG,QG VR V

clutch locked locked diseng

CG
ON ON ON

CT
OFF ON ON

DO WD WO

wdiesel wsyn

voltage regulator

Communication bus

wREF
PS-REF PD-REF message

SM & DE speed measurement

NW
QL+QT

WInd Turbine Generator Induction gen.

ND
Resistor Bank Power Switches

PL-PT PD

CT

PT,QT
consumer Load

Dump Load (DL)

Battery based Energy Storage System (BESS) Battery Bank

NS PL,QL
PS,QS
Inverter/Rectifier

Fig. 1. Layout of the isolated Power System + Distributed Control System considered.

enough engaged the clutch, changing to the WD mode. With the clutch locked the DE will supply the necessary active power to keep the system frequency at rated value. III. THE CONTROL SYSTEM Our proposal to control the DL and BESS in the presented power system is by means of a Distributed Control System (DCS). A DCS [5] is composed by several CPU based electronic control units (also called nodes) physically distributed and linked by a communication network (also called communication bus). As it can be seen in Fig. 1, the DCS defined consists of three nodes: a SM and DE shaft speeds measurement sensor node NW and two actuators nodes: the DL converter ND and the ESS converter NS. The type of control that the sensor node NW applies depends on the operation mode. In WD mode [6] NW calculates a PD frequency regulator whose input is the frequency error (difference between the current frequency and the power system nominal frequency 50/60 Hz) and whose output is the reference power PREF needed to be absorbed (PREF >0) by the DL+BESS combination or to be supplied (PREF <0) by the BESS to balance the active power of the system. In WO mode, there is no DE controlling the system frequency, so to calculate PREF, the sensor node NW applies a PID regulator to the frequency error to control the power system frequency [4]. The node NW also calculates the power sharing between DL and BESS when PREF>0 by computing the reference power to be dumped by DL PD-REF and the reference power to be stored/retrieved PS-REF by BESS, so that: PREF = PS-REF + PD-REF PD-REF = 0 if PREF < PS-NOM (1) (2)

(1) is simplified to PREF = PD-REF if battery is full and (2) means that the DL does not actuate unless the PREF needed is greater than the BESS rated power PS-NOM, guaranteeing that the DL controller only will dump just the excess wind power that the BESS can not store. On the other hand, the nodes of a DCS exchange information between them through message passing. In order to coordinate DL and BESS actuators when PREF >0, the sensor node NW shall communicate with the message shown in Fig.1 the current reference powers PS-REF and PD-REF through the network to the actuator nodes ND and NS. This message is periodic and guarantees that both actuators receive its reference power at the same time. IV. SIMULATION SCHEMATICS The Matlab-Simulink [7] model of the WDHS of Fig. 1 is shown in Fig. 2. Some of the components described next such as the IG, the SM and its voltage regulator, the consumer load, etc. are blocks which belong to the SimPowerSystems [8] library for Simulink. The SM has a rated power (PSM-NOM) of 300 kVA. An IEEE type 1 Voltage regulator plus an exciter regulates the voltage in the SM terminals. The mechanical parts of the DE and the SM and the friction clutch are modeled by using blocks of the SimDriveLine library [3]. The model inside the corresponding block of Fig. 2 includes the inertia constants of the SM (HSM=1s) and DE (HDE=0.75 s) and the friction clutch. The DE mechanical torque TD and the SM electric torque TS both in per unit values (pu) are the inputs of the block. The shaft speeds of the DE D and SM S, both in pu, are the outputs of the block. The clutch state is set by the binary input signal CLUTCH, which controls the clutch pressure actuator. When CLUTCH signal is high (clutch engaged/locked), the pressure actuator

m wd CLUTCH Td Wref Td Ts wd w ws Vf _ A B C aA bB cC aA bB cC

Tm A B m m wm

1 rated 0.3 idle OR 0.5 seg OR Switch

Diesel Engine (DE)

Mechanical Parts and Friction Clutch

Synchronous Machine (SM) 300 kVA

SC C A B

WT PF Correction Capacitor 25 kvar

Machines Measurement Demux Induction Generator (IG) 275 kVA

C

Ts

-3 m/s
w_Wind Tm w_Turb

Sync T.
Vf Vs

9 Wind speed (m/s)

Excitation

Wind Turbine

ws wd

CLUTCH Aa Bb Cc

Power Sharing Load

R7-R0 Pref Pd-ref

WD/WO*

Pref Aa Bb Cc

WD/WO*

Active Power Regulator (APR) C

Control

SL

DL Converter
aA

Three-Phase Transformer (Two Windings)

A B C a b c a b c bB cC

Pref

CCI
Pref + -

Ps-ref

Consumer Load 75 kW

Dump Load (DL)

Power Computation
P_WT P_SS

SS BESS
P Wind Turb. (kW) P BESS Load (kW) P Consumer Load (kW) P Dump Load (kW) P Sy nch. Machine (kW)

m -

NiCd Battery Model

Ibat (pu) Vbat (pu) SOCbat(pu)

[Vabc_SC]

P_Load Vabc(pu) signal rms P_DL P_SM

Selector [Freq]
Frequency (Hz)

RMS Frequency Scope

Active Power Scope

Battery Scope

Fig. 2. Simulink/SimPowerSystem schematic of the simulated system.

is ordered to apply force normal to the surfaces. When CLUTCH signal is low (clutch disengaged), the pressure actuator is ordered to relieve the force normal to the surfaces. The actuator dynamics is modeled as a simple first order system with 0.04 s time constant whose input is CLUTCH and whose output is the normalized clutch pressure. The DE along with its actuator and speed regulator are included in the Diesel Engine block of Fig. 2 and their modeling is justified in [9]. This block has the current DE speed (pu) as input and outputs the mechanical torque (pu) to take the DE speed to its speed reference. The DE has been simulated by means of a gain, relating fuelling rate to torque (lower/upper torque limits are 0/1.1 pu) and a dead time. The actuator has been simulated by a second order system and the speed regulator by a PID control. The constant speed stall controlled WTG [10] consists of an Induction Generator (IG) of 275 kW (WTG rated power PT-NOM = 275 kW) directly connected to the autonomous grid and the Wind Turbine (WT) block. This WT block contains the wind turbine characteristic which defines the mechanical torque applied to the IG as a function of the wind speed and the IG shaft speed. This WTG has no pitch control, so there is no way to control the power it produces. The dump load [10] consists of eight three phase resistors connected in series with GTO switches. The resistors values follow an 8 bit binary progression so that the power consumed by the DL, provided that the voltage in the isolated grid is nominal, can be expressed in the form: (I0+I121+..+ I727)PSTEP=XD-REFPSTEP (3)

(3) means that the power can be varied discretely from 0 to 255PSTEP, where PSTEP is the power corresponding to the least

significant bit (XD-REF=0.255,PSTEP = 1.4 kW, PD-NOM = 357 kW), and IJ is 1 when the associated GTO is turned on and 0 when the GTO is turned off. The PD-NOM justification can be seen in [4]. The BESS is based on a Ni-Cd battery bank, a LC filter, an IGBT three-phase bidirectional Current Controlled Inverter (CCI) of rated power PS-MOM=150kW and a 150 kVA elevating transformer. The 240 V Ni-Cd battery model [8] consists of a DC voltage source function of the state of charge (SOC), based on the discharge characteristic of the battery, and an internal resistance of assumed constant value. The energy stored in the battery is 93.75 kWh, justified in [6], which corresponds to a capacity C of 390.625 Ah (93.75 kWh/240V=390.625 Ah). The Ni-Cd battery is tolerant to a current ripple of rms value up to 0.2 C with the only effect of an increased water usage [11]. Connecting the battery directly to the DC side of the power converter would excess this ripple size, so a LC filter has been used for smoothing the battery current. Considering the 390.625 Ah battery capacity a rms ripple current up to 78 A would be permissible. Using formulas from [12] [13] values for the electrolytic capacitor, 8 mF, and for the inductor, 2.5 H, were calculated to obtain an rms ripple under 0.04 C (15.6 A), that is five times less than the previous requirement. The elevating transformer [8] with a transformation ratio of 4 isolates the three phase power inverter and the battery bank from the autonomous grid and allows to use a standard battery bank voltage of 240 V. A detailed description of the CCI block can be seen in [4]. The CCI receives its active power reference PS-REF from the power sharing block. PS-REF can be established for inverter mode operation (the CCI supplies power to the isolated grid

and discharges the battery), or rectifier mode operation, (the CCI absorbs power from the isolated grid and charges the battery). Although the CCI can control the reactive power it consumes/produces its reactive reference power is set to 0. The WD/WO* block of Fig. 2 sets the operation mode selected by the WDHS DCS. Its output is 1 for WD mode and 0 for WO mode. If WD/WO* = 1 or CLUTCH=1 the speed reference to the DE is 1 pu as the DE is needed to keep the system frequency at rated value. In WO mode (WD/WO* = 0 and CLUTCH=0) the DE speed reference is 0.3 pu, so that the DE is kept running instead of being stopped to simplify the simulation of the DE cranking system. When a DE is started the cranking system is switched on until the DE reaches the firing speed, where the DE internal combustion process starts, and then, the DE cranking system is switched off and the DE speed controller is activated with a speed reference of 1 pu. For this article the time the cranking system is switched on is supposed to be 0.5 s, and the firing speed is 0.3 pu, which are standard values for a DE [14]. So if the WDHS is in WO mode and the WD/WO* changes from 0 to 1, the diesel speed reference is not changed to 1 pu until the 0.5 s delay of Fig. 2 elapses, to take into account that the DE is already running at 0.3 pu firing speed. The NW node of Fig. 1 is simulated by the Active Power Regulator (APR) and the Power Sharing block of Fig. 2. The APR, whose schematic is shown in Fig. 3, has the SM and DE shaft speeds and the binary WD/WO* signal as inputs. Based on these signals the APR calculates the adequate PREF directed toward the Power Sharing block and orders to engage/disengage the clutch, by means of the CLUTCH signal. The CLUTCH order is the output of the RS flip-flop of Fig. 3, which outputs 1 for DO/WD modes and 0 for WO mode. The conditions to set it when its value is 0 (WO to WD transition) are that there must be a transition to WD mode order and the DE-SM slip is less than 210-3 pu. This 210-3 pu slip accuracy is available in many commercial auto synchronizers [15]. The calculation of PREF by using a PD control in WD mode or a PID control in WO mode is also shown in Fig. 3. The CLUTCH signal selects the proportional and derivative gains of the controls for WD mode (blocks in grey color) when set and these gains for WO mode, besides of adding the integral part when reset. When CLUTCH is set the integral part is removed and its output last value decays exponentially with a 0.05 s time constant. The gains for WD mode are calculated to position the dominant pole pair of the WDHS linearized model to be a double pole and come, along with the WD derivative filter, from [6]. The values of the gains for WO mode, the WO derivative filter and the 2.5 ms sample time come from [4]. This 2.5 ms sample time sets the 400 Hz transmission frequency for the PREF message of Fig.1. The BESS/DL sharing defined in (1) and (2) is performed within the Power Sharing Block of Fig. 2. When PREF>PS-NOM, this block assigns to the DL the minimum integer number XDREF which verifies XD-REFPSTEP > PREF-PS-NOM and after this, PS-REF is defined as PS-REF=PREF-XD-REFPSTEP. With this calculations (1) and (2) are always satisfied and the value of

PS-REF is accommodated to take into account the discrete nature of the DL used in this simulation. V. SIMULATION RESULTS In the graphs presented below the system frequency/SM speed and the DE speed are plotted in pu value in Figs. 4 and 5. The rms voltage in pu value is shown in Fig. 6. The active powers are plotted in kW in Figs. 7 and 8. Fig. 7 shows the produced active power for the WTG (positive when it is produced) and the consumed active power for the consumer load (positive when it is consumed). Fig. 8 shows the produced active powers for the SM and the BESS with the same criteria as the WTG. The DL does not actuate during the presented test as the positive PREF calculated in APR block during the test is in the [0, PS-NOM] range, so that the DL reference and consumed powers PD-REF and PD are cero during the test and therefore PD is not plotted. At the starting point in t = 0, the WDHS is in WO mode, so the DE speed is 0.3 pu as it has been explained, the clutch is disengaged (CLUTCH = 0), the input torque to the SM is zero and the WO PID regulator controls system frequency. The active powers consumed by the load and BESS are 75 and 68 kW respectively. The wind speed is 9 m/s and the active power produced by the WTG is 143 kW, being the system in equilibrium. A. Frequency regulation in WO mode. Starting at the initial state, in t= 0.2 s. the wind speed changes from 9 to 6 m/s. In Fig. 7 it is shown that the power produced by the WTG decreases from its initial value of 143 kW to its final 16 kW in the steady state reached at t =1.8 s. The active power in the BESS changes from consuming 68 kW to supplying 59 kW. During the transient the minimum frequency pu is 0.9982 and the RMS voltage pu minimum and maximum are 0.9951 and 1.0037. In the steady state, the BESS supplies the active power deficit to the consumer load. B. WO to WD mode transition. As this situation with the BESS producing power can not be permanent, in t= 2.2 s. the WD/WO* block changes to 1 ordering to the DE to reach rated speed and to engage the clutch when conditions are met. The WD/WO* signal is delayed 0.5 s, so in t = 2.7 s the speed reference to the diesel speed controller changes from 0.3 to 1 pu and since this instant the DE begins to accelerate. As it can be seen in Fig. 4 the DE speed increases and when the DE-SM slip is less than 0.002 pu at t = 4.11 s, the CLUTCH output from the APR block changes to 1. With CLUTCH =1 the Clutch Block changes from disengaged to engaged state, so the DE starts to transfer torque to the SM and the APR changes the WO PID regulator to the WD PD regulator, changing the proportional and derivative constants, the derivative filter and exponentially decaying the WO integral part with the 0.05 s time constant. The described sequence of events is presented in Fig. 4, where it is plotted the DE speed and the SM speed/system frequency until the clutch locks at t = 4.12 s and since this point the system frequency response. In Fig. 5 it is

shown that the fpu over/undershoots with values of 1.002 and 0.9989 respectively and reaches the steady state at t = 8.82 s. The VRMS pu response in Fig. 6 has a 1.017 and 0.9812 maximum and minimum peaks respectively during the transient after the clutch engages. The WTG active power in Fig. 7 presents a minimum and maximum during oscillations of -24 and 60 kW respectively, but its value at steady state is 16 kW as the wind speed has not changed. Also Fig. 7 shows that the consumer load active power overshoots due to the system voltage variations as the consumer load is purely resistive. The active power supplied by the SM is shown in Fig. 8. Until the clutch engaging instant the SM runs with zero input power and after the clutch locked instant the DE and SM runs behaving as if they were forming one axis, with the DE transferring the necessary torque to the SM to take the system frequency to 1 pu. The response shows over/under shooting with values of 87 and 54 kW respectively. Also in Fig. 8 the active power produced/consumed by the BESS shows an over/undershooting of 74/-18 kW respectively. In the steady state the SM is supplying the 59 kW that the BESS was supplying previous to the WO to WD mode change order and the active power of the BESS is 0 kW. Fig. 9 shows the Ni-Cd battery voltage (normalized to its 240 V rated voltage), current (also normalized to its rated current 150 kW/240V=625 A) and state of charge (SOC) in pu. The battery current is considered positive when discharging and negative when charging. The battery current in Fig. 9 looks like a scaled version of the BESS active power in Fig. 8. This is so because of the small variations in the battery voltage during the simulation. Initially Ni-Cd battery absorbs charging current of -0.425 pu storing the wind power excess. After the sudden reduction in wind speed of 3 m/s in t=0.2 s Ni-Cd battery start to supply discharging current with a maximum of +0.480 pu, until steady state is reached in t=1.80 s where discharging current is +0.404 pu. Once the DE is engaged, the BESS does not have to supply power to the system, so after the transient due to the engagement process, with current peaks of +0.523 pu and -0.120 pu respectively, steady state is reached in t=8.83 s with 0 pu current. The battery SOC, initially set at 50%, hardly changes because of the relatively great battery capacity and the sort simulation time. The battery voltage is initially 1.056 pu. After wind speed step reduction, minimum voltage is 1.020 pu. During DE engagement process minimum and maximum voltage peaks are 1.018 pu and 1.044 pu respectively. These data agree with the employed battery model, since SOC variations are negligible, voltage will vary little and will follow the current variations due to the internal resistance. VI. CONCLUSIONS The presented high penetration WDHS has been simulated using MATLAB/Simulink environment. The simulation covers the WO mode and the transition from WO to WD mode in order to substitute the BESS with the DE as the active power source. The models for the components of the WDHS have been presented. The control system has as inputs

the shaft speed of the DE and SM and applies a PID regulator in WO mode and a PD regulator in WD. In the graphs has been shown how the BESS smoothes the transients. ACKNOWLEDGMENTS The authors would like to thank the UNED Research Vicerrectorate for supporting the attendance to the IECON09 conference. REFERENCES
[1] [2] Wind/Diesel Systems Architecture Guidebook, American Wind Energy Association, 1991. R.Hunter, D.Infield, S.Kessler, J.de Bonte, T.Toftevaag, B.Sherwin, M.Lodge, Designing a system. Wind-diesel systems: A guide to the technology and its implementations, Chapter 4, Hunter & Eliot (editors), Cambridge University Press, UK, 1994 The MathWorks, Inc. : SimDriveLine, Simulink (built upon Matlab) block library online documentation. http://www.mathworks.com/access/helpdesk/help/toolbox/physmod/dri ve/ Sebastin, R.; Quesada, J. : Distributed control system for frequency control in an isolated wind system, Renewable Energy, Vol. 31, March 2006, Page(s) 285-305 Elsewier. doi:10.1016/j.renene.2005.04.003 W. Lawrenz. CAN System Engineering. Springer, 1997. Sebastin, R. : Smooth transition from wind only to wind diesel mode in an autonomous wind diesel system with a battery-based energy storage system Renewable Energy, Vol. 33, March 2008, Page(s) 454466. Elsewier. doi:10.1016/j.renene.2007.03.007 [4] The MathWorks, Inc. : Simulink (built upon Matlab), Online Documentation http://www.mathworks.com/access/helpdesk/help/toolbox/simulink/ The MathWorks, Inc. : SimPowerSystems, Simulink (built upon Matlab) block library online documentation. http://www.mathworks.com/access/helpdesk/help/toolbox/physmod/po wersys/. Yeager, K.E. ; Willis, J.R. : Modelling of emergency diesel generators in an 800 Megawatt nuclear power plant, IEEE Transactions on Energy Conversion, Vol 8, No 3, September 1994. Gagnon, R. ; Saulnier, B. ; Sybille, G. ; Giroux, P. : Modelling of a Generic High-Penetration No-Storage Wind-Diesel System Using Matlab/Power System Blockset, 2002 Global Windpower Conference, April 2002, Paris, France. Saft Industrial Battery Group : Ultima SLM Ni-Cd battery, Technical manual. Doc N 21036-2-0506. Edition: May 2006. Carlsson, A. : The back-to-back converter control and design, Department of Industrial Electrical Engineering and Automation, Lund Institute of Technology, Sweden, 1998. Ottersten, R. ; Petersson, A. ; Pietilainen, K. : Voltage sag response of PWM rectifiers for variable-speed wind turbines, 4th Nordic Workshop on Power and Industrial Electronics Proc., Norway, 2004. GCP-30 Series Packages Genset Control. Manual 37365, Woodward. T45000 Auto Synchonizehttp://www.hlk.nl/download/selco/T4500.pdf
60 Sampler 2.5 ms 151
P

[3]

[4] [5] [6]

[7] [8]

[9] [10]

[11] [12] [13] [14] [15]

1

rated 1 fpu

650

Switch P

1 PREF

-20 2 wdiesel pu <= 0.002 Compare To Constant |u| Abs 1000z-1000 5.85z-3.35 WD Derivative Filter 3 WD/WO* NOT AND
S R Q !Q

K Ts 5000 Switch I Discrete-Time Integrator 7 z-1

I

1000z-1000 z-0.1353 WO Derivative Filter

30

Switch D

S-R Flip-Flop

2 clutch

Fig. 3 APR Simulink schematic

1 0.8 pu 0.6 0.4 0.2 1 Wind Step -3 m/s Clutch Locked DE wref 1 pu 2 2.7 4.12 s
Fig. 4. System frequency (wsyn) and Diesel Engine Speed (wdiesel).
wsyn wdiesel

1.002 Wind Step -3 m/s pu 1 0.998 0.2 1 DE wref 1 pu 2

Clutch Locked

wsyn wdiesel

2.7

4.12 s

Fig. 5. Closer view of system frequency (wsyn) and Diesel Engine Speed (wdiesel).

1.02 1.01 pu 1 0.99 0.98 0.2 1 2 Clutch Locked 3 4.12 s

Fig. 6. RMS Voltage (V).

Wind Step -3 m/s

150 100 kW 50 0 0.2 1 2 3 4.12 s 5 6 7 8 Wind Step -3 m/s Clutch Locked

PT PL

Fig. 7. Produced active power for WTG (PT) and consumed active power for consumer load (PL).

100 50 kW 0 -50 0.2 1 2 3 4.12 s

Fig. 8. Produced active powers for Diesel Generator (PG) and BESS (Ps).

Wind Step -3 m/s

Clutch Locked
PG PS

1 Wind Step -3 m/s 0.5 pu 0 -0.5 0.2 1

i v SOC

Clutch Locked

4.12 s

Fig. 9. Current pu (i), voltage pu (v) and SOC pu (SOC) for the Ni-Cd battery.