Testing the Automatic Adjustment System by

the Stator Field, based on the Vectorial

Control Principle, of the Asynchronous Power
Engine for Locomotive
Călin MIHĂILESCU1, Neculai GALAN1, Dumitru MIHĂILESCU2, Vasile TULBURE2,
1
Politechnica University of Bucharest
2
Ecological University of Bucharest

Abstract: Automatic adjustment system by the stator

field of the asynchronous three phase engine for railway
traction.

Taking into consideration the safety issues for

railway traffic, it always was paid attention on testing of
automatic adjustment systems from components of
motor vehicle, such as locomotive or electric train, but
mostly from the traction engine.

It’s well known that power of the traction engine is

in range of KW’s, even MW’s. Because of this, we
create this subject for the asynchronous power engine,
which is used on traction vehicles such as tram, metro,
electric train or locomotive.

1. THE REASONING OF THE CALCULATION OF

PARAMETERS AND CHARACTERISTICS OF
AUTOMATIC ADJUSTMENT BY THE FIELD IS
BASED ON THE PRINCIPLE OF VECTOR
CONTROL OF ASYNCHRONOUS ENGINE.

Stator circuit of asynchronous engine is described by

the relation:

i s = i mr + τ r d i mr / dt − jωτ r i mr (1) Fig. 1. Calculator of magnetization current

Which splitt by the fixed axis d-q, results in
imrd + τrdimrd / dt = isd – ωτrimrq
imrq + τrdimrq / dt = isq – ωτrimrd (2)
From these two relations was done the
calculation block structure C1Imr, shown in figure 1.
Orientation values imr and [0 (λr)] are obtained by phaser
analyzer AF, and the guided stator current [is]λr from
transformation block of axis TA, by the matrix [D(λr].
corresponding of rotor flux: block symbol (a) phaser
diagram with fixed components orthogonal (b) and
structural scheme (c)
These two differential nonlinear equations (2)
proved to be stable under all operation circumstantial. In
stabilized regime the AC values shouldn’t be arranged
due to introduction delay effect. We have one
exception: computing the trigonometrically functions [0
(λr)].
Adjustment of the stator currents instead of
voltages is more convenient because of low number of
harmonics content. Because of this, in case of the stator
frequencies less than 100Hz, the interval of 1ms and a
resolution of 10bytes of the digital-analog converters 2. AUTOMATIC ADJUSTMENT OF
from interface can be used. Due to adjustment of the ASYNCHRONOUS ENGINE BASED ON THE
stator currents for computing the orientation values, FIELD ORIENTATIONS PRINCIPLE
resistance and stator inductance (Rs and Lσs) does not
influence the reaction loop.
In figure 2 is shown the transient regime during the
To reach speed over standard characteristic of the positioning process after 2, 5 and 64 rotations:
machine the stator frequency should be adjusted. On
these frequencies the stator resistance can be neglected.

u s ≈ jωλs Ψ s (3)

From this relation can be observed if the flux is

constant for ωλ stator frequency we ca reach voltage
limit of the converter. In this case if we want to further
increase the speed, the flux should be reduced. This
regime is known as flux attenuation regime, where the
stator voltage is approximated constant for the
maximum value, which is the nominal value.

So, flux attenuation regime is applied only for the

high value of frequencies because there is no need for a
good precision. For the speed over standard
characteristic, the machine runs on constant power, the
torque value me* should be limited according to flux Fig. 2. The behavior of the asynchronous engine with
attenuation of the engine. positioning process based on the field orientations
principle.
Another method of flux attenuation is to find one
closed loop which limits the stator voltage. The voltage For high power it is used frequency converters with
signal can be obtained from the speed and flux signals. normal thyristors or with GTO thyristors with command
Fig. 3. Scheme of automatic adjustment of position of of starting or blocking.
the asynchronous engine powered from current inverter,
with identification of the rotor flux orientation
 In figure 3 is shown the adjustment system in this
case. In this scheme it can be seen the separation of
module adjustment and pulsation of the stator current
phaser with two converters separated by intermediary
DC circuit. The angle ε s* has a continuous variation,
and εs –is the symbol which represent the commutation
status of the inverter and it his variation is in steps of
600 electric degree. It is needed of some kind of
interpolation, which can be done by a loop of angle
variation. Speed error is quite low because of the
injection of one direct signal ω λr , signal obtained from
the orientation settings model.
(a)
di
isdλr = imr + ∂ r mr = is cos(ε s − λr )
dt
isσλr ( )
= ωλr − ω ∂ r imr = is sin(ε s − λr )
(b)
(c)
Fig. 4. Computer of the magnetization current
corresponding to the rotor flux: block symbol (a),
orthogonal components of currents guided by the rotor
flux (b) and structure scheme (c)
The calculation of the orientation values is done by
the block C2Imr coordinated by axis dλr – qλr in
conjunction with orientation flux Ψr. Because the input
settings (stator currents) should be guided and
orientation settings are determined only at the exit of
this block, an internal reaction is needed to determine
the trigonometrically functions [0 (λr)]. The block C2Imr
structure is shown in figure 4.
Phaser analyzer determis the module of the current
phaser and his position in the axis system, to who were
coordinated the input components. Following the
operations done by the AF block, according with phaser
diagram from figure 3, at the exit we get the
trigonometrically functions, the components of the
[0(βr)] matrix, where
βr = εs – λr.
We input these values in the block Cω and we get
the positions of β r , of stator current phaser
*
i s against
orientation flux Ψr.
All the calculations of the orientation and
adjustment values can be implemented in a computer
software and be done in interval of 1 ... 10 ms. In the
same scheme can be included τr, time constant
identification. For now is recommended to build the
hardware component of sequential regulator of current
inverter.
3. CONCLUSION
Based on the scheme of automatic adjustment
of system by the field, based on the vector control of the
asynchronous engine principle, we can determine the
functional settings for the future vehicles with AC
traction.
In Romania this solution can be implemented
for the vehicles fleet from METROREX and CFR, in
order to bring up to date the metro trains and railways
locomotive, and to reduce the energy consumption.
REFERENCES:
[1]. Mihăilescu D., Locomotive cu motoare sincrone. Sisteme
moderne de comandă şi reglare automată, Editura
Academiei Române, Bucureşti, 2006;
[2]. Kelemen A., Imecs M., Sisteme de reglare cu orientare
după câmp a maşinilor de curent alternativ, Editura
Academiei Române, Bucureşti, 1989
[3]. Tulbure V., Locomotive cu motoare asincrone, Editura
Tehnică, Bucureşti, 2004
[4]. Mihăilescu D., Tulbure V., Comanda şi reglarea
locomotivelor cu motoare de tracţiune asincrone, Editura
All, Bucureşti, 2001