EE537 Railway Vehicles

Module 4
Traction Drive and Control for Railway Trains

1. Traction Kinematics
2. Railway traction motors
3. Traction control of three phase induction motors
4. Traction drive and control system for railway trains
5. Permanent magnet synchronous motor (PMSM) for railway traction
6. Linear Induction Motors (LIM)

Professor KK Lee
Semester 2 2024/25
1
Traction Kinematics

2
 Train Traction Performance

• gradient = vertical rise / distance travelled = sin Ɵ

• % gradient = 100 x sin Ɵ %

Train Resisting Force FR

Direction of Travel

W sin Ɵ Tractive Force FT

Ɵ W cos Ɵ
W
Force for train acceleration = FT - FR – W sin Ɵ

3
 Adhesion
❑ At the contact point of the driving wheel and rail, tractive force is produced through the frictional force
between the rotation force of the wheel and the rail.
❑ For rotational and sliding motion the rotational force of the wheel must be less than the frictional force.
❑ If the rotational force of the wheel is greater than the frictional force then wheel slip will occur.

Torque produced by traction motor

Tractive Force
Frictional Force

Wheel Load W

Maximum Tractive Force produced by the wheel = μ W g

• μ is the coefficient of friction between the wheel and the rail

• The value of μ can vary from 0.1 to 0.3, wet to dry condition
• g is the gravitational constant
4
Traction Motor Gearing

Wheel
Gear
Motor
Gear

5
Resistance to Train Motion

Davis Formula: Resistance of Train Motion R = A + B x V + C x V2

Constant A is independent of speed and primarily consists of:
• The rolling resistance due to the the friction between the wheels and rail.
• The track resistance is due to depression of the track in proportion to the loading.
• The axle bearing resistance

Constant B is directly proportional to the speed of the vehicle. The flange of the wheel
touches the inner face of the rail in a sinusoidal motion thus creating a retarding force
due to sliding friction.

Constant C is directly proportional to the square of the speed and the cross-sectional
area of the vehicle. This constant accounts for the resistance of air which the vehicle
envelope has to displace continuously during the run. The envelope, thus, is not only the
frontal cross-section but also the space in-between vehicle, fittings under the vehicle,
skin resistance of the sides, turbulence and draft created at the rear end.

6
Components of Train Resistance

7
Alstom Metropolis Trains for Sydney Metro
67% motoring ratio
Resistance to Train Motion – Sydney Metropolis Trains

Davis Formula for the Sydney Metropolis 6-car trains:

R = 5.212 + 0.046 V + 0.0009 V2
Train Resistance
R (kN) Sydney Metropolis 6-car Trains
100.00

90.00 • W = 327 tons (AW3 Loading

• Gradient Load @ 2%
80.00
2% Gradient = 327 x 0.02 x 1000 x 10 N
70.00 = 65 kN
60.00

50.00

40.00

30.00

20.00
Level Track
10.00

0.00
0 20 40 60 80 100 120 140 V (km/hr)
9
 • Wheel diameter = 0.8m
Tractive Effort and Power • Wheel circumference = 2.5m
• At 320 km/hr, wheel rotational speed = 320,000 / (60 x 2.5) rpm
= 2,133 rpm
Motor
Torque • Traction motor rotational speed = 5,000 rpm
• Reduction gear at around 1: 2.5 would be required
Wheel
• Wheel turning speed = motor turning speed / 2.5
Torque
• Wheel turning torque = 2.5 x motor turning torque

• For mass transit trains operating at 80 to 120 km/hr

• Gear ratio would be 6 to 8
Tractive Force
Tractive Force = Wheel Torque x (D/2)

10
 Tractive Effort and Power
• Work done = Force x Distance moved
Motor • Power = Work done / Time
Torque
• Power = Force x distance moved / Time
• Speed = Distance moved / Time
Wheel • Power = Force x Speed
Torque

Power = Tractive Effort (N) x Train Speed (m/s)

Tractive Force or
Tractive Effort

11
 Tractive Effort – Sydney Metropolis Trains

Sydney Metropolis Trains

Tractive Effort-Speed
350
Tractive
Effort 300

TE (kN) Constant
250 Tractive Effort
Region
200

150

Constant
100
Power Region
50

0
0 20 40 60 80 100 120 140

Power = Tractive Effort (N) x Train Speed (m/s)

V (km/hr)
12
Tractive Effort
350
– Sydney Metropolis Trains
Power = Tractive Effort (N) x Train Speed (m/s)
300
Transition
250 Speed

Tractive 200 Constant

Tractive Effort
Effort 150 Region
TE (kN)
100 Constant
Power Region
50

0
0 20 40 60 80 100 120 140 V (km/hr)

• In the constant tractive effort region, TE x train speed < rated power, TE
therefore remains constant with increase in train speed.
• At transition speed, TE x train speed = rated power
• In the constant power region, TE decreases with train speed as TE x train speed
must not exceed the rated power.
13
Equilibrium Train Speed- Sydney Metropolis Trains

Determination of Train Eqilibrium Speed

TE & R (kN) 350

300

250

200

150 3% Gradient

100
2% Gradient
50
Level Track
0
0 20 40 60 80 100 120 140
95 km/hr
115 km/hr
V (km/hr)
14
Railway Traction Motors

15
Evolution of Traction Drives
DC Series DC Series AC 3φ AC 3φ AC 3φ
Motors Motors Induction Synchronous Permanent
Motors Motors Magnet
Synchronous
Motors
Speed Change Change Change Change Change
Control armature chopper frequency of frequency of frequency of
resistance waveform supply supply supply
values, reduce
voltage voltage voltage
field magnetic
flux or change
series parallel
connection of
traction
motors
Torque Change Change Change Change Change
Control armature chopper magnitude magnitude magnitude
resistance waveform of supply of supply of supply
values voltage voltage voltage
Control Resistors Choppers Inverter Inverter Inverter
Devices
16
Evolution of Traction Motors – European HSTs

17
Traction Motors for Railways

❑ The use of dc traction motors is now being phased out – due to

inferiorities in terms of weight, efficiency, reliability, and maintenance
problems arising from the commutators.

❑ Three phase induction motor has become the mainstream traction

motors for railways.

❑ Permanent Magnet Synchronous Motors (PMSM) is becoming popular –

competitive edges on weight, efficiency and maintenance.

❑ Advancement in power electronics has played a key role in the

evolution of traction motors for railways by implementing control
functions which previously could only be realized through
electromechanical and electromagnetic means.

18
 DC Series Motor Characteristics DC Motor, How it works? - YouTube

φ α Ia

T α φ Ia T α Ia2
n α 1/√T
Ia n α 1/φ n α 1/Ia
V
T – Torque in N-m
n – revolutions /s
Φ – magnetic flux Wb
I a = armature current A
DC Motors - Construction & Working of DC
Motors - Shunt & Series Motors - YouTube To increase torque, increase V

To increase n, reduce flux φflux

Power of motor = Torque x 2π x n
where n = rotational speed rev/s

19
DC Series Motors

Armature voltage is controlled by varying the armature

series resistor

20
DC Series Motors

Voltage applied to the armature is further controlled by

series and parallel connections of the traction motors

21
DC Series Motors

Speed of the traction motor can be further increased by

reducing the magnetic flux

22
Chopper Control with DC Traction Power Supply

23
DC Series Motors

Armature Resistor Contactor

Field Shunting Resistor

24
DC Traction Motors – Shortcomings
• Wasting of energy through heat
dissipated in the resistors
• Dissipation of heat from the resistors Overcome by use of Choppers
require ventilation
• Fire hazard of the resistors

• Extra maintenance effort – commutator

and brush-gear
• Bulky and Heavy

COMMUTATOR
Inter Pole Main Pole
25
DC Traction Motor – Brush-gear (3009) Spark From Commutator - YouTube

Brush-gear

26
 (3009) 感應電機如何工作？ - YouTube

Three Phase Induction Motors

• Three sets of windings in the stator with angular spacing of 120o

• The three set of windings are supplied by a three-phase voltage source
• A rotating magnetic field with rotational speed f revolutions per second is
produced, where f = frequency of the supply voltage

• In the rotor with short circuited windings an emf is induced by the rotating
magnetic field.
• The circulating current produced by the induced emf interacts with the
rotating magnetic field to generate an electromagnetic force – a rotating
torque.

27
 Three Phase Induction Motors

Stator Iron Core Support

Bracket
Stator Iron Core
Three Phase
Winding

Motor Frame

28
 Three Phase Induction Motors
Rotor Iron Core Conductor Bars

Short Circuit Ring

Short Circuit Ring Motor Shaft

Locking
Ring

Conductor Bars
Short Circuit Ring

Short Circuit Ring

29
Three Phase Induction Motors

Three Phase
Winding Stator Iron Core
Support
Bracket
Rotor Iron Core

Short Circuit Ring

Short Circuit Ring
Conductor Bars

Rotor Speed Sensor

Shaft

Bearing

Motor Frame

30
Three Phase Induction Motors for Railway Traction

Stator Rotor

31
Three Phase Induction Motor – Rotor Induced emf

Stator Rotating Field ns

• Speed of stator rotating field = ns

Rotor nr
• Speed of rotor = nr
• Slip = s = (ns - nr )/ ns

• Frequency of the rotor induced current = f r = (ns - nr ) = s x ns = s x fs

• With p pole pairs, rotating magnetic field f s = fs / p
• With p pole pairs, rotor f r = s fs / p

32
Pole Pairs
Red Phase Pole 4
Red Phase Pole 1

• Pole Pair 1 – Poles 1 & 2

• Pole Pair 2 – Poles 3 & 4
• Each pole consists of
three winding coils

(3022) Understanding Motor

Winding , Induction motor coil
Arrangement, Working of
winding - YouTube
Red Phase Pole 3

Red Phase Pole 2

33
Three Phase Induction Motor – Slip

Example

• Supply frequency is 50 Hz
• No. of poles is 4
• Motor operates at slip of 0.05

• fs = 50 Hz
• ns = 50 x 60 /2 rpm = 1500 rpm = 25 revolutions per second
• nr = 1500 x (1 – 0.05) rpm = 1425 rpm = 24 revolutions per second
• fr = 50 x 0.05 Hz = 2.5 Hz

34
 Three Phase Induction Motor – Stator Equivalent Circuit

Transformer action to Rotor

• The stator consists of the stator winding and stator core.

• The loss produced in the stator winding is represented by the stator resistance R1 and the loss produced in
the stator core is represented by the stator reactance X1.
• The no-load current I0 is divided into two parts: magnetizing current I μ and core-loss current I ω.
• No load current I0 = Iμ + Iω
• A pure inductive reactance X0 carries magnetizing current I μ
• A resistance carries core-loss current I ω.
Three Phase Induction Motor –Rotor Equivalent Circuit

E2s = sE20
E20 = rotor induced voltage at standstill,
i.e. s = 1
Transformer
action from
Stator X2 = 2πf2 L2
•f2 = rotor frequency = sf1
•L2 = rotor inductance
Three Phase Induction Motor – Typical Torque Speed Characteristics

•If the full-load torque is τ, then the starting torque or locked rotor torque is 1.5 times of τ and
the maximum torque (also known as breakdown torque) is 2.5 times of τ.

•The full load speed of the motor is N. If the mechanical load on the shaft is increased, the
motor speed will decrease until the electromagnetic torque (or motor torque) is again equal to
the load torque. As soon as the two torques are equal, the motor will run at a constant speed
but lower than the previous speed. Although, if the torque exceeds the breakdown torque
(2.5τ), the motor will suddenly stop.

•The torque-speed characteristics of a three-phase induction motor is a straight line between

the no-load and full-load operating points. The slope of the curve line depends upon the
resistance of the rotor circuit i.e. the higher the rotor circuit resistance, the sharper the slope of
the curve.

•The small three-phase induction motors (below 10 kW rating) develop their maximum torque
at a speed about 80% of synchronous speed whereas large motors (more than 1000 kW rating)
develop their maximum torque at a speed about 98% of synchronous speed.
Three Phase Induction Motor -Losses

38
Three Phase Induction Motor – Equivalent Circuit

R1 Stator winding resistance

X1 Stator winding leakage reactance Stator Rotor
Copper Loss Copper Loss
R’ 2 Rotor winding resistance referred
to stator
X’ 2 Rotor winding leakage reactance
referred to stator
Rc Core loss resistance
Xm Core inductive reactance
s Slip
Mechanical
V1 Applied voltage Work Output
E1 Back emf from Motor
Core Loss

39
Three Phase Induction Motor – Mechanical Torque T
Ignoring R1 , Rc and X m the mechanical torque produced is:

Vs Applied voltage
ωs Angular frequency of rotating field
L1 Stator winding leakage inductance
L’2 Rotor winding leakage inductance referred to stator
R’ 2 Rotor winding resistance referred to stator
s Slip

40
Torque – Speed Curve of Three Phase Induction Motor

Torque
(Nm)
18000

16000

Vs 2,000V
14000

ωs 2 x π x 25 12000

L1 0.015H 10000

8000
L’2 0.015H
6000
R’ 2 0.42 Ω
4000
p 2
2000
f 50 Hz Slip s
0
1.2 1 0.8 0.6 0.4 0.2 0

0 rpm 300 rpm 600 rpm 900 rpm 1,200 rpm 1,500 rpm

41
Torque – Speed Curve of Three Phase Induction Motor

Rated Torque

Rated Speed

42
Three Phase Induction Motor – Typical Torque Speed Characteristics

•If the full-load torque is τ, then the starting torque or locked rotor torque is 1.5 times of τ and
the maximum torque (also known as breakdown torque) is 2.5 times of τ.

•The full load speed of the motor is N. If the mechanical load on the shaft is increased, the
motor speed will decrease until the electromagnetic torque (or motor torque) is again equal to
the load torque. As soon as the two torques are equal, the motor will run at a constant speed
but lower than the previous speed. Although, if the torque exceeds the breakdown torque
(2.5τ), the motor will suddenly stop.

•The torque-speed characteristics of a three-phase induction motor is a straight line between

the no-load and full-load operating points. The slope of the curve line depends upon the
resistance of the rotor circuit i.e. the higher the rotor circuit resistance, the sharper the slope of
the curve.

•The small three-phase induction motors (below 10 kW rating) develop their maximum torque
at a speed about 80% of synchronous speed whereas large motors (more than 1000 kW rating)
develop their maximum torque at a speed about 98% of synchronous speed.
Torque – Speed Curve of Three Phase Induction Motor

Torque increases as
Speed Increases until
reaching Pull-out Torque

Torque decreases as
Speed Increases after
reaching Pull-out Torque

44
Torque – Speed Curve of Three Phase Induction Motor

Operating
Region

45
Variable Voltage Variable Frequency (VVVF) Control

46
Variable Voltage Variable Frequency (VVVF) Control

47
Torque – Speed Curve of Three Phase Induction Motor
(3092) What is Stator frequency control method? | VVVF
control? | V/F method of speed control? - YouTube
V/f is maintained
at a constant value

Where V = voltage
applied to the
winding,
f = frequency of
the applied
voltage.

Back emf produced

by the rotor field
varies as f

V > back emf

48
Three Phase Induction Motor Torque Speed Characteristics

Powering
Torque

Braking When braking is required

Torque the frequency is lowered
so that the synchronous
speed < the speed of the
train. The motor then
becomes a generator

49
Alstom Traction Motor ECA 2412
For Sydney Metropolis Trains

Rated Power 275 kW

Rotational Speed 4,217 rpm
at 100 km/hr
Gear Ratio 6.2
No. of poles 4
Weight 715 kg
Cooling External Fan
Frequency at 140 Hz
100 km/hr

50
Mitsubishi Traction Motor MB-5086 for C-trains in Hong Kong MTR
kN
Rated Power 150 kW
Rotational Speed at 80 km/hr 4,445 rpm
Gear Ratio 7.2
No. of poles 4
Frequency at 80 km/hr 148 Hz

51
Example 1

Plot the tractive effort-train speed characteristics of a metro train from 0 to 100 km/hr with
the following given data:
• Motor torque in the constant torque region – 1650 Nm
• Gear ratio – 7.2
• Transition to the constant power region is at 20 km/hr
• Train consist – 8-car EMU train with motored ratio of 75%
• Wheel diameter - 0.8 m

• Torque at wheel rim up to 20 km/hr = 1650 x 7.2 Nm = 11880 Nm

• Total torque at wheel rims = 11880 Nm/axle x 24 axles = 285 kN-m
• Total tractive effort at wheel rims = 285 kN-m/ 0.4 m = 713 kN
• Tractive effort up to 20 km/hr = 713 kN
• From 20 km/hr onward tractive effort = (713 x 20) /V
• V = speed of train in km/hr

52
Example 1

Tractive Effort (kN)

800
Tractive Effort - Train Speed

700

600

500

400

300

200

100

0
0 20 40 60 80 100 120
Train Speed km/hr

53
Example 2

The weight of the 8-car metro EMU train is 480 tons and the train resistance curve is given by

R =11.8 + 0.112 V + 0.0012 V2

Find the equilibrium speed of the train for
• Level track
• 3% gradient

• For level track, tractive effort available to accelerate the train is

approximately 688 kN at start. This will achieve a train
acceleration of 688/480 = 1.4 m/s2

• For level track the equilibrium speed is well beyond 100 km/hr
• For 3% gradient the equilibrium speed is at around 80 km/hr

54
Example 2
Tractive Effort & Train Resistance (kN)

Equilibrium Train Speed

800

700

600

500

400

300

200
3% Gradient
100
Level track
0
0 20 40 60 80 100 120

Train Speed km/hr

55
Example 3

A three-phase induction motor used for high-speed trains has the following data:
• Number of poles is 4
• Gear ratio is 2.2
• Wheel diameter is 0.85m
• Motor slip is 1.5%
Calculate the rotational speed of the motor when the train is running at 300 km/hr
and the output frequency of the traction inverter.

• Speed of train = 300 km/hr = 83.3 m/s

• Rotational speed of wheels = 83.3 / 0.85 π = 31.1 rev/s
• Rotational speed of motor = 31.1 x 2.2 rev/s = 68.6 rev/s
• As p = 2, s = 1.5%, frequency of the stator rotating field = (68.6 x 2) / 0.985 Hz = 139 Hz

56
https://www.youtube.com/watch?v=fv6dLTEvl74&t=460s

Traction Control
of
Three Phase Induction Motors

57
Induction Motor Control

• After a command is given to change

the output of the induction motor, the
output will go through a transient
stage before the output can attain the
steady state and will become stable at
the value commanded.

• For induction motors running at

constant loads, transient response is
usually not a problem.

• For railway traction induction motors Command is issued

transient response is critical as the at this point
speeds and torque of the motor are
changing frequently and rapidly.
58
Induction Motor Control

• Command is issued to raise the motor speed

to 100 rpm
• During the transient stage, the motor output
torque fluctuates significant until some time
Steady State Speed of 100 rpm
after the stead state speed of 100 rpm has
been attained.
Command is issued at this point
to increase speed to 100 rpm
• Control of the steady state output of the
converter/inverter is therefore not adequate
as demands of speed/torque of the traction
Transient State of motor
induction motors can change requently and
output torque
rapidly.
• More precise control of the induction motor
will be required to address the transient and
dynamic stability issues.
Steady State Load Torque of 20 Nm

59
Closed Loop Control System

• A sensor is used to measure the process variable and provide feedback to the
control system.
• The compensator will adjust the actuator output based on the error signal.
• Error = Output – Input.

60
Closed Loop Control System

61
Closed Loop PID Control System

62
63
64
Proportional Response

• The proportional component depends only on the difference between the set
point and the process variable. This difference is referred to as the Error
term.
• The proportional gain (Kc ) determines the ratio of output response to the
error signal. For instance, if the error term has a magnitude of 10, a
proportional gain of 5would produce a proportional response of 50.
• In general, increasing the proportional gain will increase the speed of the
control system response. However, if the proportional gain is too large, the
process variable will begin to oscillate.
• If Kc is increased further, the oscillations will become larger and the system
will become unstable and may even oscillate out of control.

65
Integral Response

• The integral component sums the error term over time.

• The result is that even a small error term will cause the integral component to
increase slowly.
• The integral response will continually increase over time unless the error is
zero, so the effect is to drive the Steady-State error to zero.
• Steady-State error is the final difference between the process variable and set
point.
• A phenomenon called integral windup results when integral action saturates a
controller without the controller driving the error signal toward zero.

66
Derivative Response

• The derivative component causes the output to decrease if the process

variable is increasing rapidly.
• The derivative response is proportional to the rate of change of the process
variable. Increasing the derivative time parameter will cause the control
system to react more strongly to changes in the error term and will increase
the speed of the overall control system response.
• Most practical control systems use very small derivative time because the
Derivative Response is highly sensitive to noise in the process variable signal.
• If the sensor feedback signal is noisy or if the control loop rate is too slow, the
derivative response can make the control system unstable

67
DC Series Motor Characteristics

φ α Ia

Ia
V

To increase torque, increase V

To increase n, reduce flux φflux

68
 Field Oriented Control (FOC)

SVPWM Sinusoidal Voltage PWM

PI Proportional-Integrator
Controller
Clark 3-phase to 2-phase
Transformation
Park 2-phase to dc
Transformation
a, b 3-phase current
α, β 2-phase current
d, q dc current
θ Angular speed of rotor
IS q ref , IS d ref Speed and Torque
Commands in d, q axis
VS α ref , VS β ref Commands of three
phase voltages (3092) Three-phase power representations: abc frame, αβ
frame and dq frame - YouTube
69
 Field Oriented Control (FOC)

• Instantaneous 3-phase currents are

transformed in 2-phase currents
then to dc currents in two axis – d
and q
• PI controllers precisely and timely
control the d, q components
according to the commands
• The resultant d, q components are
then converted back to the α, β
components which will in turn
control the SVPWM

(3092) Automatic Tuning of Field-Oriented Controllers for an

Induction Motor - YouTube
70
Traction drive and control system
for
Railway Trains

71
AC Railways – Traction Drive and Control

Conversion System

1,500V

Regenerative Braking
72
AC Railways - Traction Drive Converter

73
AC Railways - Traction Drive Converter

74
 PWM 4-Quadrant Rectifier
I

Q2 Q1

Q3 Q4

T1 T2 T3 T4 Operates in Q1/Q4
• The switches are usually
U N > U ab + half ON OFF OFF ON PWM acting as chopper to
IGBTs (Insulated Gate
(normal power cycle control the dc input voltage to
Bipolar Transistors) flow) the inverter
• The diodes are called - half OFF ON ON OFF
snubber diodes and are cycle
used to protect the IGBTs U N < U ab + half ON OFF OFF ON When the load side is
from over-voltage (reverse power cycle regenerating, PWM inverts
breakdowns due flow) the dc voltage to a single
transients produced by iN - half OFF ON ON OFF phase ac voltage for feeding
fast switching operations reverses cycle back to the source
direction 75
2-Level Traction Drive Converter

76
Traction Converter – Trains with DC Traction Power Supply
Filter L
Inverter x 2 3 traction
DC 1500V Motors x 4

DC 0V

Braking Resistor R01 to cater

for regenerative braking when
line is not receptive

77
Traction Converter – Trains with DC Traction Power Supply

Typical Specifications

1C2M = One Converter drives Two Traction Motors

78
East Rail ROTEM Trains – Traction Drives and Control

79
East Rail Trains – Converter and Inverter ■

Power Device
Overhead Line
(IPM)

Powering
Main
Transformer

FC FC Induction
Motor

Braking

Wheel
Variable Voltage
Main Converter Inverter Variable Frequency
Transformer Circuit Circuit

25kV AC 1073V AC 1800V DC 0 – 1375V AC

80
East Rail Trains – Converter and Inverter
❑ Ambient Temperature: ■

-25°Celsius ~ 40°Celsius (Under floor temperature inside skirts shall be lower than 50°Celsius

❑ Humidity:
100% (or) less <<No condensation>>

❑ Catenary line Voltage:

Rated: AC25kV, 50Hz
Variation of catenary voltage: AC17kV ~ AC27.5kV
Performance guarantee voltage: AC22.5kV

❑ Input voltage Converter:

Single phase, AC1073V (at 25kV)

❑ DC link Voltage:
DC1800V

❑ Output Voltage:
3-phase, AC 0~1375V, 0~162Hz

❑ Control voltage
110V DC, +25%, -30% (77V to 137.5V)
81
82
East Rail Trains
Mitsubishi Tracition Motors

83
84
85
Traction Motor Cooling – Self Ventilated
Closed Air
Open Air

86
Traction Motor Cooling –Forced Ventilated Forced Air

Exhaust Hot Air

87
88
89
Permanent Magnet Synchronous Motors
(PMSMs)

90
Permanent Magnet Synchronous Motors (PMSM)

(3699) Working of Synchronous Motor - YouTube

91
PMSM – Improvement in Efficiency (PMSMs) for AGV Trains

PMSMs with different

rotor structure

Induction Motor

92
PMSM – Improvement in Noise for Tokyo Metro Trains

93
PMSM – Reduction in Weight –Shinkansen HSTs

94
Alstom PMSM versus Induction Motor – EMU Trains

PMSM AGV Trains Induction Motor

95
Alstom PMSM versus Induction Motor – EMU Trains

Synchronous Motor Induction Motor

96
Alstom PMSM versus Induction Motor – Locomotive Hauled Trains

PMSM Induction Motor

97
Alstom PMSM versus Induction Motor – Locomotive Hauled Trains

98
Alstom PMSM versus Induction Motor – Urban Transit
Induction Motor
PMSM

99
Alstom PMSM versus Induction Motor – Urban Transit

100
101
Gearless PMSM for railway Traction

102
Retrofitting of SMRT Trains with PMSM Toshiba Railway Systems - SMRT Project

103
Retrofitting of SMRT Trains with PMSM

104
Retrofitting of SMRT Trains with PMSM

105
Retrofitting of SMRT Trains with PMSM

106
Linear Induction Motors (LIM)

107
Linear
Induction
Motor (LIM)

Reaction Plate

108
Linear Induction Motor (LIM)

Reaction Plate

109
Linear Induction Motor (LIM)

Reaction Plate
Reaction Reaction
Plate Plate
Reaction Plate

110
Linear Induction Motor Mechanical RIM drive:
Performance adhesion
based

Pinion-gear
structure
RIM Drive: Rotating Torque (e.g. nose Axle-wheel
Adhesion suspension/quill
Based drive)

LIM Drive:
Electromagnetic Suspension
Non- thrust
Traction links
components/Bogie
adhesion
Based

111
Merits of LIM

• Can climb steep gradients up to 7%

• Simplified control on adhesion

• No gearbox is required - Higher mechanical

reliability

• Reduced dimension

• Can negotiate shaper curves

• More flexible primary suspension

112
Shortcomings of LIM

• Air gap detection needed

• No utilization of gear ratio
• Vibration and noise
• Lower efficiency due to wider air gap and end effect
• Scratch on reaction plate and burnt stator

Reaction Stator burnt

Plate
scratch

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Linear Induction Motor -
Maglev Systems

• LGM – Lift and Guide

Magnet
• LIM – Linear Induction
Motor

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Linear Induction Motor - Maglev Systems

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 Linear Induction Motor – Typical Specifications
Line Voltage 220 V
Stator Current 450 A
Rating 170 kVA
Output Power 48 kW
Thrust 2,800 N (max)
Speed 160 km/hr (max)
Number of Poles 8
Length of Stator 2,020 mm

Stator Winding

Stator

Stator Winding
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Linear Induction Motor – Tractive Effort/Speed Characteristics

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Linear Induction Motor – Tractive Effort/Speed Characteristics – GZ Line 4

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