2014 IEEE International Conference on Electrical Engineering and Computer Science

24-25 November 2014, Bali, Indonesia

Design of Traction Motor 180kW type

SCIM for KRL (EMU) Jabodetabek
Re-Powering Project
Andri Setiyoso1*, Hilwadi Hindersyah2, Agus Purwadi2, Arwindra Rizqiawan2
1
PT. PINDAD (Persero), Bandung, Indonesia
2
School of Electrical Engineering and Informatics, Institut Teknologi Bandung, Indonesia
*
[email protected]

Abstract—In 1995, Indonesia began operating the first electric

train manufactured by local companies. This EMU was created
II. TORQUE AND POWER CALCULATION
by a consortium of state-owned enterprises in Indonesia (PT. Asume SCIM construction there are no electrical
INKA (Persero), PT. LEN (Persero) and PT. PINDAD (Persero)) connected to the rotor of induction machine directly, the
with a consortium Belgien - Nederlandsch - Holland Electric (BN power that crosses the air gap in magnetic form before being
- Holec). PT. PINDAD (Persero) in charge of transferring converted to electrical form is the only source of power
technology in traction motor design. KRL Jabodetabek
supplied to the rotor. The power that crosses the air gap must
(Jabodetabek EMU (Electric Motor Car Unit)) is a rail-based
transportation that serves the area with operation region be equal to the sum of the rotor coil ohmic losses dissipated as
covering the Capital State and several surrounding cities (DKI heat and the power converted to mechanical form[4].
Jakarta, Bogor City, Depok City, Tangerang City, and Bekasi
City). KRL BN-Holec is the first electric trains manufactured in
Indonesia. This KRL BN-Holec was designed to meet the
passenger demand back at 1995, however in the early year 2000
the passenger demand has already increased significantly.
Therefore, a new design of motor traction suitable for KRL BN-
Holec which meet the new passenger demand is needed. In this
paper, a new design of traction motor 180 kW for KRL BN-Holec
application is proposed. By using the proposed design, the power
density can be increased without sacrificing the performance. It
can be shown that the experimental result proves that the
proposed design meet the performance required.
Figure 1. SCIM per phase equivalent circuit
Keyword: Squirell cage induction motor (SCIM), traction
motor, motor torque, EMU
Refer to Fig. 1, the power crosses the air gap can be
expressed below [4].
I. INTRODUCTION
Induction motors are, in general, supplied from single- (1)
phase or three-phase a.c. power grids. In both cases the
winding arrangement on the part of the machine–the primary–
connected to the grid (the stator in general) should produce a (2)
traveling field in the machine airgap[1]. An induction motor
equipped with a squirrel cage rotor winding is the most
common motor type applied in industry. According to its name (3)
“the asynchronous motor” needs a slip to create torque[2].
The increasing availability of high voltage semiconductors
may allow the use of higher and more efficient DC voltages (4)
that heretofore have only been practical with AC[3]. This is
the basis why PINDAD still developing induction motors for
traction purposes on the train. In present induction motor still Prcu is ohmic loss of rotor copper, Pd is developed power on
has advantages in power density owned when compared with motor shaft and s is rotor slip.
DC motors.
From the eq. (4) the developed torque can be derived as
SCIM has been chosen because of its construction are below [4].
relatively robust when compared with the rotor windings
construction to obtain the traction motor with a high degree of
reliability. (5)

978-1-4799-8478-7/14/$31.00 ©2014 IEEE

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 ωm is mechanical rotation of the rotor and has corespond TABLE II. SERVICE COMPARATION WITH OTHERS TYPE OF EMU
with rotating field synchronous as below: KRL KRL-I KRL - KRL BN-
BN- KfW Holec Re-
(6) Holec Powering
Project
(7) Operatinal 60 km/h 60 km/h 60 km/h 60 km/h
speed in
town (max)
(8) Operatinal 100 km/h 100 km/h 100 km/h 100 km/h
speed out of
ωs is synchronous rotating field in the stator with has p town
poles number in the winding circuit. Service 0.8 m/s2 0.8 m/s2 0.8 m/s2 0.8 m/s2
acceleration
(max)
III. PROPOSED SPECIFICATION Service 0.8 m/s2 0.8 m/s2 0.8 m/s2 0.8 m/s2
Trains are designed to have 4M4T formation which means brake (max)
4 units motor-car and 4 units trailer-car, as shown in Fig. 2. Emergency 1 m/s2 1 m/s2 1 m/s2 1 m/s2
brake
Gradient 25 ‰ 25 ‰ 25 ‰ 25 ‰
(max)

Figure 2. Trains formation for EMU Jabodetabek Re-Powering Project

At the beginning trains driven by traction motors with the

following specifications:
Traction motor model : DMKT 55/18.5
Nominal operation
Voltage : 1716 V (at 56 Hz)
Current : 66 A (at 56 Hz)
Output (shaft) : 155kW
PF : 0.84
Speed : 1659 rpm
Max speed : 4174 rpm
Gear ratio :5
(a)

TABLE I. VEHICLE WEIGHT

Normal Full Crush
Tare
condtion service load
Arrangement weight
condition condition
C0 C1 C2 C3
TC1 33 37 43 51
M1 41 45 51 59
M2 41 45 51 59
T1 33 37 43 51
T2 33 37 43 51
M2 41 45 51 59
M1 41 45 51 59
TC2 33 37 43 51
Total 296 328 376 440 (b)
Figure 3. (a) BN-Holec traction arrangement (b) Pindad traction arrangement
Unit: ton for KRL re-powering

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 TABLE IV. SCIM PARAMETER (DESIGN)

Parameter 70Hz 52Hz

X1σ [Ω] 1.12497 0.84074
X2'σ [Ω] 0.66373 0.49971
Xh [Ω] 35.41282 13.42477
Φg mVs 21.40342 28.81229
L1σ [mH] 2.5264 2.5264
L2'σ [mH] 1.4675 1.4675
Lh [mH] 80.5161 41.0888
Rc [Ω] 1755.744 1400.142
Figure 4. Estimated BN-Holec torque performance
R1 [Ω] 0.17552
TABLE III. MOTOR SPECIFICATION PROPOSED R2' [Ω] 0.15479
Type DMKT 53/17
Form Squirrel Cage Type
Services S1
Phase 3
Number of poles 4
Rating (Design)

Output 180 kW
Voltage 1.100 V
Current 113 A
Speed 2036 min-1 (a) (b)
Frequency 70 Hz
Efficiency 92,40%
Power factor 89% Figure 5. (a) closed type rotor slot (b) open type rotor slot
Slip 3%
Outer – Inner Dia. 530mm – 320mm
Core Length 170mm
TABLE V. SCIM DESIGN PERFORMANCE
Stator

Slot No. 48
Sheet iron Non-oriented steel sheet Pshaft [kW] 180 234.3 222.5 118
Coil material Copper
Voltage [V] 1100 1100 1100 1100
Connection Y
Frequency [Hz] 70 52 64.5 158
Outer – Inner Dia. 317.6mm – 115mm
Core Length 170mm Current [A] 113 163 165 98.5
Slot No. 40 Speed [rpm] 2036 1492 1847 4588
Rotor

Sheet iron Non-oriented steel sheet Torque [Nm] 844 1500 1153.4 255
Bar material Copper Cos phi 0.89 0.84 0.80 0.70
End ring material Chromium-Copper Efficiency [%] 92.4 89 89.3 88.9
Gear Ratio (99/14) PFW
[W] 1014.20 559.68 821.51 4908.75
(Friction)
The weight of one train set is presented at table 1 with I0 [A] 17.38 44.56 41.67 17.24
variation condition. Based on Table 2, the traction motor was
redesigned with consider available space on wheel set.
Specification proposed as substitutes the previous motor is
present at Table 3. Fig. 3 shows the existing traction motor
(Fig. 3(a)) and the proposed traction motor (Fig. 3(b)), under
the same scale, the proposed traction motor has smaller
dimension compare to the existing motor. This gives the
advantage that the traction motor weight will be lower and
increase the power density.

IV. ANALYSIS AND VALIDATION

Motor was designed using an open-type rotor optimization
[5] to replace the previously closed type, as shown in Fig. 5.
Figure 6. Torque curve performance for normal service condition
From design calculations resulting induction machine
parameters as in Table 4.

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 Figure 7. Power tractive for normal service condition

Figure 9. Simulation performance curve based on test result parameter

TABLE VI. DESIGN AND TEST RESULT PARAMETER
Design From Test This design used open type rotor slots because the rotor is
Parameter designed for higher speed than privious. Using closed type
52Hz 52Hz
X1σ [Ω] 0.84074 0.5554 rotor slots is possible in theory, just in terms of producing for
X2'σ [Ω] 0.49971 0.5554 present production require a more expensive dies. Open type
rotor slot has a smaller stray flux due to the separate slots with
Xh [Ω] 13.42477 18.2313
an air gap, but this type has a cogging torque which is higher
L1σ [mH] 2.5264 1.7001 when compared with closed-type rotor slots.
L2'σ [mH] 1.4675 1.7001
Lh [mH] 41.0888 55.8001 This motor was tested with input voltage 1170 VAC, 70
Rc [Ω] 1400.142 420.142 Hz at nominal load 180kW with input currents 112.5A and
rotor speed is 2088 rpm. From the simulation results using a
R1 (150 0C) [Ω] 0.17552 0.18896
parameter that can be shown at Fig. 6, Fig. 7, Fig. 8, and Fig.
R2' [Ω] 0.15479 0.07837 9, it can be seen that the motor was designed capable to meet
the proposed performance.
TABLE VII. COMPARATION SIMULATION FROM DESIGN AND TEST
RESULT
V. CONCLUSIONS
Design From Test
Simulation Simulation A new design of traction motor for KRL (EMU)
Pshaft [kW] 180 180 Jabodetabek is presented in this paper. By using the proposed
Voltage [V] 1100 1100 design, the designed traction motor has higher power with
Frequency [Hz] 52 52 smaller dimension compared to previous existing traction
Current [A] 112.5 112.5 motor of KRL Jabodetabek. The design has been validated by
using laboratory experimental testing. The results show that
Speed [rpm] 1512 1538
the proposed parameters design is accurately validated by
Torque [Nm] 1143 1124
experimental test measurement.
Cos phi 0.83 0.89
Efficiency [%] 92 93.8
I0 [A] 44.56 41.44 RERENCES
[1] I. Boldea and S. A. Nasar, “The Induction Machines Design Handbook,
Second Edition” CRC Press - Taylor & Francis Group, ISBN: 978-1-
4200-6668-5
[2] J. Pyrhönen, T. Jokinen and V. Hrabovcová, “Design of Rotating
Electrical Machines” John Wiley & Sons, Ltd., ISBN: 978-1-118-
58157-5
[3] P. Leandes and S. Ostlund. "A Concept for an HVDC Traction System"
in "International Conference on Main Line Railway Electrification",
Hessington, England, September 1989.
[4] J. J. Cathey, “Electric Machines: Analysis and Design Applying Matlab”
McGraw-Hill Co., Inc., ISBN: 0-07-242370-6
[5] V. Fireteanu, T. Tudorache and O. A. Turcanu., “Optimal Design of
Rotor Slot Geometry of Squirrel-Cage Type Induction Motors” Electric
Machines & Drives Conference (IEMDC), May 2007

Figure 8. Power tractive for normal service condition

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