## 2 Materials and Methods
\begin{table}
\begin{tabular}{l c c} \hline \multicolumn{1}{c}{**Parameter**} & **Units** & **Value** \\ \hline Efficiency, \(\eta\) & \% & 95.5 \\ Power factor, cos\(\varphi\) & r.u. & 0.88 \\ Active resistance of the stator winding, \(r_{\mathrm{s}}\) & \(\Omega\) & 0.0226 \\ Active resistance of the rotor winding reduced to the & \(\Omega\) & 0.0261 \\ stator winding, \(r^{\prime}r\) & \(\Omega\) & 0.00065 \\ Stator winding leakage inductance, L\({}_{\alpha\mathrm{s}}\) & \(\mathrm{H}\mathrm{n}\) & 0.00065 \\ Rotor winding leakage inductance reduced to the & \(\mathrm{H}\mathrm{n}\) & 0.00045 \\ stator winding, L\({}^{\prime}\alpha r\) & \(\mathrm{H}\mathrm{n}\) & 0.0194336 \\ Total magnetizing circuit inductance, L\({}_{\mu}\) & \(\mathrm{k}\mathrm{g}\cdot\mathrm{m}^{2}\) & 73 \\ Moment of inertia of the motor, J & & \\ \hline \end{tabular}
\end{table} 
Table 1: _Cont._ \begin{table}
\begin{tabular}{l c} \hline \multicolumn{1}{c}{**Parameter**} & **Units** & **Value** \\ \hline Collector-emitter voltage, U\({}_{\mathrm{CES}}\) & V & 4500 \\ Collector peak current, I\({}_{\mathrm{CM}}\) & A & 2400 \\ Total power dissipation, \(P_{\mathrm{tot}}\) & W & 10,500 \\ Turn-on switching energy of the transistor, E\({}_{\mathrm{on}}\) & mJ & 4350 \\ Turn-off switching energy of the transistor, E\({}_{\mathrm{off}}\) & mJ & 6000 \\ Forward voltage of the diode, U\({}_{\mathrm{VD}}\) & V & 3.4 \\ Reverse energy recovery of the diode, E\({}_{\mathrm{rev}}\) & mJ & 2730 \\ \hline \end{tabular}
\end{table} 
Table 2: Parameters of the IGBT module 5 SNA 1200G450350 (ABB, Vasterás, Sweden) [29]. In a traction drive system employing FOC, the following condition must be satisfied:  
\[\frac{\mathrm{U_{sm}}}{\omega_{\mathrm{k}}}=\psi_{\mathrm{nom}}=\mathrm{const}, \tag{1}\]  
where \(\psi_{\mathrm{nom}}\) is the nominal value of the flux linkage of the induction motor magnetization circuit, \(\mathrm{U_{sm}}\) is the amplitude of the stator phase voltage, and \(\omega_{\mathrm{k}}\) is the angular frequency of the stator phase voltage. Under conditions of continuous variation in the stator phase voltage frequency, fulfilling condition (1) for harmonic compensation in the line voltage system of the asynchronous motor becomes a complex task. Therefore, it is proposed to perform higher-order harmonic compensation directly within the line voltage system of the motor's supply. To facilitate this, the use of a delta configuration for the secondary windings of the transformer--through which the compensator is connected to the traction drive's power circuit--is recommended. This choice is justified by the fact that in a delta connection, the line voltages are equal to the phase voltages. In the proposed compensation scheme, it is recommended to use voltage signals as reference inputs and to perform compensation of higher-order harmonic components within the phase supply voltages. Accordingly, the proposed configuration for integrating the power stage of the reactive power compensator into the input section of the traction drive is illustrated in Figure 1.  
In Figure 1, the power stage of the active filter is implemented using IGBT power transistors VT1--VT6. The voltage \(\mathrm{U_{d}}\) represents the voltage drop across the DC link. Capacitor C functions as a barrier that prevents higher-order current harmonics from propagating from the inverter's power circuit into the DC link. The transformer TV is employed to match the amplitude levels of the stator phase currents of the asynchronous motor and the compensating currents. Figure 1: Connection circuit proposed for linking up the power section of the reactive power compensator with the output section of the traction drive. To provide a conduction path for higher-order current harmonics within the compensator's power circuit and to ensure their transfer into the active filter stage, passive high-frequency filters are employed.