MEV


 

 

Journal of Mechatronics, Electrical Power, and Vehicular Technology 13 (2022) 36-47 
 

Journal of Mechatronics, Electrical Power, 
and Vehicular Technology 

 
e-ISSN: 2088-6985 
p-ISSN: 2087-3379 

 

 

mev.lipi.go.id 

 
 

 
doi: https://dx.doi.org/10.14203/j.mev.2022.v13.36-47 
2088-6985 / 2087-3379 ©2022 National Research and Innovation Agency  
This is an open access article under the CC BY-NC-SA license (https://creativecommons.org/licenses/by-nc-sa/4.0/) 
MEV is Scopus indexed Journal and accredited as Sinta 1 Journal (https://sinta.kemdikbud.go.id/journals/detail?id=814) 
How to Cite: E. Ganji and M. Mahdavian, “Improvement of power grid stability and load distribution using diesel excitation controller,” Journal 
of Mechatronics, Electrical Power, and Vehicular Technology, vol. 13, no. 1, pp. 36-47, July 2022. 

Improvement of power grid stability and load distribution 
using diesel excitation controller 

Ehsan Ganji a, *, Mehdi Mahdavian a 
a Department of Computer Engineering, King Mongkut's University of Technology Thonburi 

126 Pracha Uthit Rd, Bang Mot, Thung Khru, Bangkok 10140, Thailand 
 

Received 14 March 2022; 1st revision 30 April 2022; 2nd revision 12 May 2022; Accepted 20 May 2022; Published online 29 July 2022 
 
 

Abstract 

One of the requirements for controlling hybrid power systems is designing an appropriate excitation system, flexibility, 
protection, and coordination of all components to improve system stability. In this paper, various types of equipment 
simulated in the linear form and non-linear models are connected to the power supply. In the same direction, while presenting 
a new controller for the diesel generator excitation system and a filter used to purify and attenuate current harmonics is 
reported on the stability of a grid-independent system. Finally, the variation of the mode for the voltage and power of the 
system has been confirmed at the time of error and complete system stability. Also, the important indicators in the analysis are 
obtained in the lowest values, which can be seen from the controlled harmonics of the system of this data. In addition, the 
variation of the mode for the voltage and power of the system has been confirmed and the important indicators in the analysis 
are obtained in the lowest values. 

Copyright ©2022 National Research and Innovation Agency. This is an open access article under the CC BY-NC-SA license 
(https://creativecommons.org/licenses/by-nc-sa/4.0/).  

Keywords: hybrid power systems; improve system stability; non-linear control models; excitation system; load distribution. 

 
 

I. Introduction 
Electricity consumption has increased 

dramatically over the past few decades. One way to 
provide this energy is to increase the use of small 
independent grids that can be powered by 
renewable energy. Basically, in independent systems, 
there are many problems in the field of stability of 
the power generation system in the event of 
imbalances and the effects of transmission lines, and 
several studies have been conducted to stabilize the 
output voltage. In [1], to solve the synchronous 
machine fluctuations in different operating 
conditions, three methods of an automatic voltage 
regulator, automatic voltage regulator with power 
system stabilization, and active disturbance rejection 
control (ADRC) methods have been used for the 
parallel excitation system of two generators. In [2], 
diesel technologies have been investigated as an 
accurate solution for renewable energy penetration 
focusing on engine time delay and generator inertia 
constant which is considered in the design of an 
isolated hybrid power system. In [3], an MG system 

is modeled to analyze interactions in which a grid-
fed voltage converter and a grid-forming system are 
investigated in their constituent structure. 

The major purpose of [4] is to present the status 
of variable speed diesel generators (VSDG) 
technologies and evaluate their performance in fuel, 
increase engine performance and reduce greenhouse 
gas (GHG) emissions based on performance 
evaluation and degree of innovation. In [5], 
information and stabilization of microgrid stability 
are presented and investigated by considering the 
characteristics related to small networks along with 
voltage dependence on frequency, perturbation, and 
low inertia. In [6], the effectiveness of the genetic 
algorithm (GA) algorithm in an independent system 
is presented and validated for comparison with 
proportional integral derivative (PID) control in the 
excitation control of a diesel generator used on the 
coast. In [7], the presentation of the PID controller is 
shown for two modes of constant excitation value 
and feedback loop value and selected as an efficient 
and convenient method along with an Alf and 
Vegard's RISC (AVR) processor system for the 
excitation controller system of an asynchronous 
machine. The authors in [8] have modeled a hybrid 
power system the size of an electronic assembly in 

 
 
* Corresponding Author. Tel: +98-918-5549181 

E-mail address: Mr.Ehsanganji@gmail.com 

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https://dx.doi.org/10.14203/j.mev.2022.v13.36-47
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E. Ganji and M. Mahdavian / Journal of Mechatronics, Electrical Power, and Vehicular Technology 13 (2022) 36-47 
 

 

37 

which a logical and digital excitation controller is 
used as the output regulator of a diesel generator. 
Also, Reliability is considered for advanced 
performance practices in dealing with island 
conditions. In [9], a synchronous diesel machine 
system using a power supply equipped with system 
voltage control (SVC) with a fuzzy controller is 
proposed to regulate the reactive power of the 
injection. The authors also used capacitive banks to 
set up and stabilize the generator in the shortest 
possible start-up time. In [10], a reason for using 
independent scalable and reproducible grids has 
mentioned intelligence and intricate analysis. They 
also outline methods for increasing and grid small 
replicating. In [11], series switches have been used 
to reduce the interrupt frequency in small and 
independent grids. Reliability is also included for fast 
performance in the face of island mode. In [12], 
stabilization systems and flexible power devices for 
transient stabilization mode have also received 
special attention. In [13], the excitation system 
model has considered evaluating the stability of the 
system. The use of fuzzy methods and ant colony 
optimization to reduce losses, improve voltage, and 
increase the load balance of feeders in the reference 
[14] has suggested that this algorithm is more 
accurate than other optimization methods such as 
genetics and particle swarming. In [15], a detailed 
model has been presented for power source 
dynamics and load for frequency effects. To prevent 
voltage and frequency deviations in a power system, 
inverter dynamic control strategies have been 
proposed in the event of an error and the presence of 
inductive motor loads [16][17]. In [18], a comparison 
of microgrid systems has confirmed which energy 
management strategies have been considered for 
feasibility and control. In [19], an inverter-based 
distributed controller and mechanical loads were 
investigated in interrupt conditions, which indicates 
that this system may lose its stable performance in 
different loads presence, but the use of reverse 
strategy improves the situation. In [20], a meta-
heuristic control scheme is developed to reduce low-

frequency fluctuations and voltage disturbances of a 
multi-machine system in coordination with an 
optimized static synchronous compensator. In [21], a 
control strategy using virtual synchronous 
generators is used to synchronize output voltages 
without feedback. Designing and synchronizing an 
advanced frequency response system using a virtual 
technique can have significant results in tracking the 
point force of a permanent magnet generator to 
store active power. In diesel-wind hybrid systems, 
the desired system does not remain stable without a 
storage system with a diesel generators (DG) and 
clutch.  

In this paper, the design of a new controller has 
been suggested for the excitation system of an 
emergency diesel generator in a small independent 
grid. Here, the use of nonlinear systems and 
feedback control for system controllers in a small 
autonomous network is an innovation in this paper. 
To confirm the performance of this system and its 
use in power grids, two modes of non-oscillation and 
oscillation of power machines has proposed with the 
occurrence of transmission line error. 

II. Materials and Methods 
In Figure 1, the system under study is presented. 

The study platform is an independent system that is 
initially ideal for use in a small network, then the 
information and data are expanded and completed 
in the form of an analytical project. This system 
independently consists of two basses, in bus 1 of 
25 kV network with equivalent resistance-selfie, and 
a load with a power of 5 MW. Taking into account 
the error, the short circuit level 1000 MWA is 
modeled for quality factor X/R = 10. Bus 2 is powered 
by a resistive load and an asynchronous machine. 
This is done with the help of a 25 kV distribution line 
and a 6 MW transformer. In case of necessity, a 
synchronous machine is used as the capacitor bank 
of 500 KVAR to correct the power factor in bus 2. The 
25 kV grid is modeled with a resistive-inductive 
equivalent source and a load with a power output of 

 
Figure 1. Diagram of the studied system 



E. Ganji and M. Mahdavian / Journal of Mechatronics, Electrical Power, and Vehicular Technology 13 (2022) 36-47 

 

38 

5 MW. Also, an asynchronous machine with a power 
of 2250 HP is considered, 2.4 kV, and an 
asynchronous machine with a power of 3.125 MVA. 
Initially, the motor generates a mechanical power of 
2000 HP and the diesel generator generates 500 kW 
of active power. The synchronous machine controls 
the voltage of 2400 volts of bus 2 equals to 1 pu and 
provides the active power of 500 KW in the hands of 
the consumer [12]. 

A. Synchronous machine block 

The outputs of the voltage and speed of the 
synchronous machine are used as input feedback in 
a control system that includes the engine, diesel, 
steering blocks, and the excitation block. The 
components of the synchronous machine are shown 
in Figure 2. 

In this block diagram, the design and control are 
done for the machine completely. First, the values of 
rotor speed and angle are entered into the reference 
conversion block from the left, and then the 
obtained information enters the synchronous model 
block. At its output, we have the torque and other 
parameters, and in the last block to the right of the 
measurement block, we have the necessary 
parameters. The modeling of this diagram is done in 
the reference frame of (1) and (2). 

𝑉 = [𝑅] + 𝑑𝑑ℎ𝑖
𝑑𝑑

+ [𝜔] × 𝑝ℎ𝑖  (1) 

𝑝ℎ𝑖 = [𝐿] × 𝐼 (2) 

where [R] is the machine resistance matrix in the DQ 
axis, [L] is the machine inductance matrix in the DQ 
axis, [𝜔] is the speed matrix of the rotor, V is voltage 
measured from output feedback, 𝑑𝑝ℎ𝑖  is Flux 
derivative obtained from matrix reactance and I is 
inside the machine model block. Certain data and 
parameters must be modeled for function and design 
in harmony with other dynamic parts of the system. 
Linear and nonlinear relationships are the most 
important parametric changes in the machine model. 
In the following, the dynamic models for 

synchronous machine modeling are designed as 
follows: 

�̇� = 𝑤 − 𝑤𝑟𝑟𝑟, �̇� = −
𝐷
2𝐻

(𝑤 − 𝑤𝑟𝑟𝑟) +
𝑤𝑟𝑟𝑟
2𝐻

(𝑃𝑚 − 𝑃𝑟) (3) 

𝐸 =
′̇𝑞

1
𝑇𝑑𝑞

′(𝑥𝑑−𝑥𝑑
′)

𝑇𝑑 𝑑

1
𝑇𝑑𝑟 (4) 

�̇�𝑑
′ = 1

𝑇𝑞
𝐸𝑑
′ +

(𝑥𝑞−𝑥𝑞′)
𝑇𝑞

𝐼𝑞 (5) 

𝐼𝑞 =
1

𝑃1
2+𝑃2𝑃3

�𝑃1(𝐸𝑞′ − 𝑉𝑉) + 𝑃3(𝐸𝑑
′ + 𝑉𝑦)� (6) 

𝐼𝑑 =
1

𝑃1
2+𝑃2𝑃3

�−𝑃2(𝐸𝑞′ − 𝑉𝑉) + 𝑃1(𝐸𝑑
′ + 𝑉𝑦)� (7) 

𝑉𝑑 = 𝐸𝑑
′ − 𝑅𝑎𝐼𝑑 − 𝑉𝑞′𝐼𝑞, 𝑉𝑞 = 𝐸𝑞′ − 𝑅𝑎𝐼𝑞 − 𝑉𝑑

′𝐼𝑑 (8) 

𝑉𝑑 = �𝑉𝑑
2 − 𝑉𝑞2, 𝑃𝑟 = 𝐸𝑞′𝐼𝑞 + 𝐸𝑑

′𝐼𝑑, 𝑄𝑟 = 𝐸𝑞′𝐼𝑑 + 𝐸𝑞′𝐼𝑑 (9) 

where 𝛿 is derivative of machine speed difference, 𝑤 
is machine speed, 𝑤𝑟𝑟𝑟is machine reference speed,�̇� 
is derivative of the main speed of the machine, 𝐷is 
damping coefficient, 𝐻 is inertia constant, 𝑃𝑚  is 
mechanical power, 𝑃𝑟, 𝑄𝑟are electrical  and reactive 
electrical power, P1,P2,P3 are Power values in 
ephemeral states,𝐸𝑞′ ,E𝑑

′ are internal dq-axis stator  
voltages , 𝑉𝑑, 𝑉𝑞  are dq-axis reactance, 𝑇𝑑, 𝑇𝑞 are dq-
axis torque, 𝐼𝑑, 𝐼𝑞 are dq-axis current, 𝑉𝑑, 𝑉𝑞  are dq-
axis voltage, and 𝑉𝑥, 𝑉𝑦 are xy-axis voltage. 

B. 7BDiesel block and its controller 

In Figure 3, the diesel model diagram is designed 
with the system under study. Here, the system is 
designed to create the necessary mechanical power 
for the synchronous machine to rotate in a non-
linear manner. The feedback speed enters the non-
linear controller section in line with the reference 
speed, then is applied to the motor section. The 
mechanical power output appears in a controlled 
manner in the synchronous machine. 

𝐶𝐶 = 0.2𝑠+1
0.0002𝑠2+0.01𝑠+1

 (10) 

𝑇𝑇1 = 0.25𝑠+1
0.009𝑠+1

 (11) 

 

Figure 2. Block diagram of the designed synchronous machine 



E. Ganji and M. Mahdavian / Journal of Mechatronics, Electrical Power, and Vehicular Technology 13 (2022) 36-47 
 

 

39 

𝑇𝑇2 = 1
0.384𝑠+1

 (12) 

In the design of the controller of this system, 
non-linear relations have been used for the 
flexibility of the system by considering the natural 
modes for the diesel generator at different times. In 
Fig. 3, CS is the system controller, whose function is 
as a regulator, and TF1, TF2 are related to the diesel 
actuator for non-linear control. The excitation 
controller diagram is designed as follows and the 
required data are given in Table 1. 

Mode variables for diesel excitation will follow 
the following designed process and in the following 
equations, x (1, 2, 3, 4, 5) and A (0, 1, 2, 3, 4, 5, 6, 7) 
are variable coefficients to obtain non-linear 
relationships in control feedbacks. 

�̇�1 = 𝑉1 
�̇�2 = -A0𝑉2 + A1𝑃mec- A1𝐼𝑞𝑉3 - A1𝐼𝑑𝑉4 
�̇�3 = -A2𝑉3 - A3𝐼𝑑 - A2𝑉5 
�̇�4 = -A4𝑉4 + A5𝐼𝑞  
�̇�5 = -A6𝑉5 + A1(𝑊𝑟𝑟𝑟 + 𝑈 − 𝑊𝑑) (13) 

Figure 4 shows a nonlinear section for the diesel 
controller, where Wt is Unit speed in time, 
where 𝑉1 ,𝑉2 = (𝜔 − 𝜔𝑟) , 𝑉3 = 𝐸𝑞′ ,𝑉4 = 𝐸𝑑

′ ,𝑉5 = 𝐸𝑟 ,𝑈 =
𝑇. 𝐴𝑖,𝐴𝑖=0,1,...,7 which are given by 

𝐴0 =
𝐷

2H
, 𝐴1 =

𝜔𝑟
2𝐻

 , 𝐴2 = 1𝑇𝑑, 𝐴3 =
𝐿𝑑-L𝑑

′

𝑇𝑑
 (14) 

𝐴4 =
1
𝑇do
″ , 𝐴5 =

𝜙d-𝜙𝑞
𝑇𝑑

, 𝐴6 =
1

Td′
, A7= 1

Td′′
   (15) 

For the overall stability of the excitation system, 
also a filtered reversing controller is designed with a 
gradual strategy and feedback for the diesel 
controller. The diagram and operation process of 
which is shown in Figure 5. 

 
Figure 4. Presentation of diesel controller design 

 
Figure 3. Diesel block diagram 

Table 1. 
Diesel control parameters 

Inductancees  
(pu) 

Machine constant  
(sec) 

Saturation data 

Ld=1.56; Lq=1.06 Tdo' = 3.7 S(1,0)=0.1724 

Ld'=0.296; Lq"=0.177 Tdo'' = 0.05 S(1,2)=0.6034 

Ld"=0.177 Tdo' = 0.05  

L1=0.088 H=1.0716  
 



E. Ganji and M. Mahdavian / Journal of Mechatronics, Electrical Power, and Vehicular Technology 13 (2022) 36-47 

 

40 

















++








=

=

)(
2

S21
2

S -2 nR
n

Rn2

21

xrSppp

pp

Mζ
ω

ζ
ω

ζω



 (16) 










≤→−

〈→

≥→

=

MxM

Mxx

MxM

xS
rif

rifr

rif

r
M )(

 (17) 

Where ζ is damping coefficient, nω is synchronous 
speed, RS is saturation data, and MS  is saturation 
mutual data. 

In this proposed system, voltage harmonics are 
created by current harmonics. Voltage harmonic is 
created by the uneven voltage generated by the 
harmonic effect of the current with the source 
impedance. Current and voltage harmonics are 
directly proportional to the transmission of noise 
(energy interference) to the load, so the filter in 
Figure 5 is used to purify and attenuate current 
harmonics. 

C. Diesel engine model 

The diesel engine model is shown in Figure 6, 
which includes the governor, actuator and engine 
delay. The dynamic modeling relationships are also 

presented. In Figure 6, the mechanical power is 
generated in the engine system and is controlled by 
a diesel injection sensor. The elements in the figure, 
such as governor function Hg, actuator function Ha, 
and T (1, 2,…, 6) different values of torque in 
feedback, are expressed as [9]: 

)1(1
)1(

2
211

3

sTTsT
sTK

H g +++
+

= , 

)1()1(
)1(

65

4

sTsTs
sT

H a +++
+

=  (18) 

D. Asynchronous machine parameters 

The asynchronous machine parameters are based 
on the SI system. The rotor reference frame and 
other parameters considered are tabulated in Table 2. 

III. Results and Discussions 
Typically, the initial conditions of the 

synchronous and asynchronous machines in a steady 
state are not clear; these conditions are: 
• In synchronous machine block: The initial value of 

speed deviation, the rotor angle, the phase and 
amplitude of the current in the stator windings, 
and the initial field voltage required to reach the 
desired output voltage under specified load 
distribution. 

• In asynchronous machine block: The initial amount 
of slip, phase, and amplitude of the motor 
windings current 

In Figure 7, at the beginning of simulation in the 
asynchronous machine, the stator current values 
start at zero and the initial DC values gradually 
disappear. In Figure 8, the machine speed due to 
unbalanced conditions and variable load to achieve a 
steady-state takes time. We review here the two 
systems of non-oscillating and oscillating systems 
for checking the load distribution of the machines. 

 
Figure 5. Reverse backup filter model 

 
Figure 6. Schematic of a diesel engine 

Table 2. 
Asynchronous machine parameters 

Parameters Values 

Nominal power, voltage(line to 
line), frequency 

[1678500 VA, 2400 Vrms, 60 
Hz] 

Stator resistance and inductance [0.029 ohm, 0.0226/377 H] 

Rotor resistance and inductance [0.022 ohm, 0.0226/377 H] 

Mutual inductance Lm 13.04/377 H 

Inertia, friction factor, pole pairs [63.87 J, 0 F, 2 P] 
 



E. Ganji and M. Mahdavian / Journal of Mechatronics, Electrical Power, and Vehicular Technology 13 (2022) 36-47 
 

 

41 

A. Load distribution in non-oscillating machine 
mode  

Figure 9, Figure 10, Figure 11, and Figure 12 show 
the mechanical reaction, speed, and output voltage 

of the synchronous machine and the control signal 
for the diesel and generator system. Voltages and 
currents parameters of non-linear blocks are 
provided in Table 3. 

 
Figure 7. Stator currents asynchronous machine 

 

Figure 8. Asynchronous machine speed 

 

Figure 9. Mechanical power of synchronous machine 



E. Ganji and M. Mahdavian / Journal of Mechatronics, Electrical Power, and Vehicular Technology 13 (2022) 36-47 

 

42 

In addition, it can be seen that at the time of the 
error, the output voltage dropped to about 0.2 pu 

and the excitation voltage was limited to 6 pu. After 
eliminating the error, the mechanical power is 

 
Figure 10. Synchronous machine speed 

 

Figure 11. Synchronous machine output voltage 

 

Figure 12. Synchronous and diesel machine control signal  



E. Ganji and M. Mahdavian / Journal of Mechatronics, Electrical Power, and Vehicular Technology 13 (2022) 36-47 
 

 

43 

rapidly increases to 1 pu and stays stable at 0.8. After 
3 seconds, the terminal voltage becomes stable close 
to the reference voltage. 

B. Load distribution in oscillating machine mode  

In this section, the load distribution has been 
done with two machines that use the asynchronous 
machine as a reference instead of the induction 
source that leads to the required absorbed power or 
leads to generate to estimate the active generated 
power by other components and the power 
consumed. 

In this case, but without the proposed controller, 
load distribution is not done in a sustainable state. 
So system outputs lose their lasting status and load 
distribution appears at the low-quality output. In 
this case, the output of the system is shown in 
Figure 13. After entering the diesel controller, the 

voltage terminal is set to 24985 Volts, which is the 
amount of earlier load distribution of the bus 1. After 
modeling the new mode, the machines parameters 
obtained are tabulated in Table 4. 

As expected, in Figure 14, the results are similar 
to the previous state and the active power delivered 
by the oscillating bus is 7.04 MW. The difference of 
0.03 MW is equivalent to transformer losses. 
Figure 15 and Figure 16 demonstrate the control 
signal of the proposed controller and the output 
voltage of the system. 

The same is true for the frequency output in 
Figure 17, and it can be seen that the frequency does 
not cause severe system malfunction at the time of 
the error and continues steadily up to the 60 Hz 
frequency range. In Figure 18, according to the IEEE 
standard, the harmonic percentage value for our 
desired output is tolerable up to 5 %. 

Table 3. 
Voltages and currents parameters of non-linear blocks 

Nonlinear elements 

System outputs System inputs 

'U_Circuit Breaker/Breaker A ' = 0.67 V 3.20° 'I_Circuit Breaker/Breaker A ' = 67.02 A 3.20°  

'U_Circuit Breaker/Breaker B ' = 0.67 V -116.80° 'I_Circuit Breaker/Breaker B ' = 67.02 A -116.80°  

'U_Circuit Breaker/Breaker C ' = 0.67 V 123.20° 'I_Circuit Breaker/Breaker C ' = 67.02 A 123.20°  

'U_Three-phase to ground Fault/Fault A' = 20400.16 V -0.40°  'I_Three-phase to ground Fault/Fault A ' = 0.00 A 0.00°  

'U_Three-phase to ground Fault/Fault B' = 20400.16 V -120.40°  'I_Three-phase to ground Fault/Fault B ' = 0.00 A 0.00°  

'U_Three-phase to ground Fault/Fault C' = 20400.16 V 119.60°  'I_Three-phase to ground Fault/Fault C ' = 0.00 A 0.00°  

'U_AB: Synchronous Machine 3.125 MVA ' = 3394.11 V -1.57°  'I_A: Synchronous Machine 3.125 MVA ' = 325.34 A -90.05°  

'U_BC: Synchronous Machine 3.125 MVA ' = 3394.11V-121.57°  'I_B: Synchronous Machine 3.125 MVA ' = 325.34 A 149.95°  

'U_AB: Asynchronous Machine 2250 HP ' = 3394.11V-1.57° 'I_A_stator: Asynchronous Machine 2250 HP' = 556.11 A -53.66°  

'U_BC: Asynchronous Machine 2250 HP ' = 3394.11V -121.57° 'I_B_stator: Asynchronous Machine 2250 HP' = 556.11 A -173.66° 
 

 
Figure 13. Synchronous and diesel machine control signal (Oscillation mode in the absence of the proposed controller for diesel) 



E. Ganji and M. Mahdavian / Journal of Mechatronics, Electrical Power, and Vehicular Technology 13 (2022) 36-47 

 

44 

 

 
Figure 14. Shapes of mechanical power, controller output signal, output voltage and synchronization machine speed (oscillation mode with the 
proposed controller for diesel) 

 
Figure 15. Control signal of the proposed controller 

 
Figure 16. Output voltage of system 



E. Ganji and M. Mahdavian / Journal of Mechatronics, Electrical Power, and Vehicular Technology 13 (2022) 36-47 
 

 

45 

 

 
Figure 17. Output Frequent 

 
(a) 

 
(b) 

Figure 18. The harmonic diagram: (a) The harmonic diagram of the system currents; (b) The harmonic diagram of the active, reactive, and 
mechanical power  



E. Ganji and M. Mahdavian / Journal of Mechatronics, Electrical Power, and Vehicular Technology 13 (2022) 36-47 

 

46 

IV. Conclusion 
In Independent systems, load distribution is 

generally one of the most important things that 
must do seriously. In this small independent system, 
electric machines and other elements which have 
been mentioned in the earlier sections, transient 
time error, engine and generator isolation, 
synchronous machine drive system and the speed 
controller for keeping voltage and speed at a certain 
amount, synchronous machine controllers and 
emergency diesel controllers and simulation results 
verify the stability of the independent system. At the 
time of system error, unbalanced in different parts 
appeared in charts, but with the arrival of the 
proposed controller, load distribution was done very 
accurately. Also, we saw that the diesel had timely 
compensated for the deficiencies and that stability 
and output setting was done accurately by the 
proposed controller. The harmonic values are hardly 
possible to reach the lowest values that we were 
able to obtain these amounts to less than acceptable 
amount. This system is intended as an independent 
system and can be applied in practice to the industry. 

Declarations 
Author contribution 

All authors contributed equally as the main contributor 
of this paper. All authors read and approved the final paper. 

Funding statement 

This research did not receive any specific grant from 
funding agencies in the public, commercial, or not-for-
profit sectors. 

Competing interest 

The authors declare that they have no known 
competing financial interests or personal relationships that 
could have appeared to influence the work reported in this 
paper. 

Additional information  

Reprints and permission: information is available at 
https://mev.lipi.go.id/. 

Publisher’s Note: National Research and Innovation 
Agency (BRIN) remains neutral with regard to jurisdictional 
claims in published maps and institutional affiliations. 

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Table 4. 
Machines parameters 

Synchronous machine Asynchronous machine 

Power: 3.125 MVA Power: 2250 HP  

Nominal: 3.125 MVA 2400 V rms Nominal: 1.6785 MVA 2400 V rms  

Bus type: P & V generator Bus type: Asynchronous Machine  

Uan phase: -31.57°  Uan phase: -31.57°  

Uab: 2400 Vrms [1 pu] -1.57°  Uab: 2400 Vrms [1 pu] -1.57°  

Ubc: 2400 Vrms [1 pu] -121.57°  Ubc: 2400 Vrms [1 pu] -121.57°  

Uca: 2400 Vrms [1 pu] 118.43°  Uca: 2400 Vrms [1 pu] 118.43°  

Ia: 230.05 Arms [0.306 pu] -90.05°  Ia: 393.23 Arms [0.9739 pu] -53.66°  

Ib: 230.05 Arms [0.306 pu] 149.95°  Ib: 393.23 Arms [0.9739 pu] -173.66°  

Ic: 230.05 Arms [0.306 pu] 29.95°  Ic: 393.23 Arms [0.9739 pu] 66.34°  

P: 5e+05 W [0.16 pu]  P: 1.5146e+06 W [0.9024 pu]  

Q: 8.1518e+05 Vars [0.2609 pu]  Q: 6.1473e+05 Vars [0.3662 pu]  

Pmec: 5.0105e+05 W [0.1603 pu]  Pmec: 1.492e+06 W [0.8889 pu]  

Torque: 2658.2 N.m [0.1603 pu]  Torque: 7964 N.m [0.8944 pu]  

Vf: 1.428 pu  slip: 0.006119 
 

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	Introduction
	II. Materials and Methods
	A. Synchronous machine block
	B. Diesel block and its controller
	C. Diesel engine model
	D. Asynchronous machine parameters

	III. Results and Discussions
	Load distribution in non-oscillating machine mode 
	B. Load distribution in oscillating machine mode 

	IV. Conclusion
	Declarations
	Author contribution
	Funding statement
	Competing interest
	Additional information 

	References