Modelling, Simulation and Monitoring of New

Asynchronous Motor for EMU Train

Monica-Adela Enache1, Aurel Campeanu1, Sorin Enache1, Ion Vlad1, Radu Zlatian2, Raluca-Cristina Presură1
1 2
Faculty of Electrical Engineering SC SOFTRONIC SRL
University of Craiova Craiova, Romania
Craiova, Romania radu.zlatian@softronic.ro
senache@em.ucv.ro

Abstract— In this paper there are presented the mathematical
models, written in the two-axes theory, with and without
saturation, for traction asynchronous motors used on the Electric
Multiple Unit (EMU) train. The behaviour of a new motor rated
at 430 kW has been simulated by means of these models, in
different dynamic regimes. These simulations and the conclusions
emerging from them are presented. In the last part of the paper
there are presented a few tests which validate the simulations
carried out.
Keywords—asynchronous motor; electric traction;
mathematical models; simulations; test; design; dynamic stability
I. INTRODUCTION
Transport systems are a vital component of the nowadays
economy.
Thus, the case of electrical cars is more and more studied
[2-3] but, equally the railway traction case. In this latter
category there are enclosed researches regarding the traction
substations [4-5] or the driving system of electrical motors
(traction type [6-9], simulations [10-11], energetic
management [12-14], design of traction equipments [15] etc.).
As noticed in Fig. 1, the railway energetic consumption
has decreased a lot in the last few years, mainly by using
alternating current motors traction.
This paper aims at analyzing the dynamic behaviour of
such a motor implemented on an Electric Multiple Unit train
(EMU) (Fig. 2).
The results presented have been obtained by an ongoing
research project [16].

One of the fundamental problems of present transport is
decreasing their energetic consumptions.
In this regard, the energy consumptions evolution for
different types of transport is presented in the following
figure.
The project proposes to develop a light railway traction
electrical system which is to take into account the technical
trends identified.
This system is in accordance with the railway standards
and is a part of every light railway machine (as multi-unit
electrical trains and light locomotives, rated at maximum 500
kW, intended to public railway transport of persons and
goods).

Fig. 1. Energy consumption by transport type (1990-2014) [1]. The year 1990
is considered as a reference (index 1990=100 %).

It obviously results that the electrical traction problem is

very present.
Electrical railway transport is very offering, mainly from
reasons regarding the transport capacity and a low level of
pollution.
This theme has been approached in a lot of speciality
Fig. 2. The Electric Multiple Unit (EMU) train [17].
papers published in outstanding revues or presented at
important international conferences.

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 II. MODDELING dids di
Ls + Lm dr = uds − Rs ids
In order to simulate the asynchronous motors operation, dt dt
mathematical models can be used with [18] and without
considering the magnetic saturation [19]. diqs diqr
Ls + Lm = uqs − Rs iqs (6)
The model which considers the magnetic saturation has the dt dt
following form:
didr di
Lr + Lm ds = udr − Rr idr − ω ( Lr iqr + Lm iqs )
dX dq dt dt
U dq = A + BX dq (1)
dt diqr diqs
where Lr + Lm = uqr − Rr iqr + ω ( Lr idr + Lm ids )
dt dt
U dq = ª¬usd usq 0 0 º¼ (2)
The last equation of the model is:
X dq = ª¬isd isq ird irq º¼ (3)

Moreover, the matrixes A and B have the following forms: J dω

= M − Mr (7)
p dt

ª Lsσ + Ldd Ldq Ldd Ldq º

« »
« Ldq Lsσ + Lqq Ldq Lqq » where M is given by the relation (5).
A=« »
Lrσ + Ldd The equations (6) and (3), can be written as matrix form,
« Ldd Ldq Ldq »
« L as follows:
¬ dq Lqq Ldq Lrσ + Lqq »¼
uds − Rs ids
(4) Ls 0 Lm 0 0 ids
uqs − Rs iqs
0 Ls 0 Lm 0 iqs
ª Rs −ωB Ls 0 −ω B Lm º d u − Rr idr − ω ( Lr iqr + Lm iqs )
« ω L » Lm 0 Lr 0 0 i = dr
Rs ω B Lm 0 dt dr uqr − Rr iqr + ω ( Lr idr + Lmids )
B=« B m » 0 Lm 0 Lr 0 iqr
« 0 −(ω B − ω ) Lm Rr −(ωB − ω ) Lr » 0 0 0 0 J/p 3
« » ω pLm (iqs idr − ids iqr ) − M r
¬(ω B − ω ) Lm 0 (ω B − ω ) Lr Rr ¼ 2
(8)
In these expressions, the inductances Ldd , Lqq Lqq , Ldq
III. SIMULATIONS
depend upon the saturation, referential and the state variables. The simulations have been carried out in Matlab-Simulink
In order to analyze a certain dynamic regime, the model [20-21].
(1) must be completed with the electromagnetic torque For simulating the asynchronous motors operation in
equation, expressed in the coordinate system associated to the dynamic regime, two programs have been carried out, by
state variables: using the mathematical models detailed before.
3 For the case analyzed, as expected, owing to the high
M= pLm (isq ird − isd irq ) (5)
2 inertia of the moving masses, there were not major differences
In writing these equations, there occur the necessity to between the results obtained in the two situations.
consider, beside de static inductance, Lm , the dynamic Consequently, in the following, in order to establish the
corresponding inductance, Lmt . working conditions, the parameters of the traction motor
analyzed will be presented without considering the saturation:
When the saturation is introduced by a standard way
(classically), the approximate form of the mathematical
models is obtained for Lmt = Lm = Lmt (im ) . Rs = 0.052 Ω ; Rr = 0.05 Ω ;
When the computation is carried out with , the matrix A Ls = 0.02524 H ; Lr = 0.025105 H ;
becomes an invariant and the system solution which describes Lm = 0.025 H ; J = 2.75 kg m2;
the dynamic process is much simplified. p=2.
The model without considering the saturation has the
following form:

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 These parameters have been established, by the members
of this paper team, by specific experimental methods, which
will be the topic of some future papers.
The block diagram of the Simulink model of the
asynchronous motor is as shown in the following figure.
This program is clearly superior, as versatility, to the block
which exists in the SimPowerSystem library of Simulink.

a) Variation of the phase current i A (A) ( i A = ids ).

Fig. 3. Simulink model of the motor.

b) Variation of the speed ω (rad/s).

By running this program, the graphics depicted in Figures
4, 5 and 6 have been obtained.
In order to ensure the conditions in the test laboratory,
where the motor was mechanically coupled with other
electrical machines, too, the inertia moment was considered
J=2.75 kg m2 (the own inertia moment of the motor) and J=22
kg m2 (the total inertia moment, also considering the machines
which were mechanically coupled).
In addition, an increased inertia moment is the case of the
motor assembled on the train.
Four concrete situations have been taken into account:
c) Variation of the torque M (Nm).
-U=380 V; J=2.75 kg m2 ; Lr =0.25105 H (Fig. 4); Fig. 4. Graphics corresponding to U=380 V, J=2.75 kg m2, Lr =0.25105 H.
2
-U=380 V; J=22 kg m ; Lr =0.25105 H (Fig. 5);
-U=943 V; J=22 kg m2 ; Lr =0.25105 H (Fig. 6);
-U=943 V; J=2.75 kg m2 ; Lr =0.249 H (Fig. 7).

It must be mentioned that the test voltage used in the

laboratory is of 380 V and the motor is rated at 945 V.
The simulations have been carried out at voltages of 380 V
(experimental test voltage of the laboratory) and 945 V (rated
voltage of the motor).
Among the multitude of characteristics we obtained, the
dependences of the phase current, speed and torque, as
functions of time, are presented here. a) Variation of the phase current i A (A).

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b) Variation of the speed ω (rad/s). c) Variation of the torque M (Nm).
Fig. 6. Graphics corresponding to U=945 V, J=22 kg m2, Lr =0.25105 H.

There have been also carried out simulations of the motor

c) Variation of the torque M (Nm).
Fig. 5. Graphics corresponding to U=380 V, J=22 kg m2, Lr =0.25105 H.
operation, in dynamic regime, for the case of modifying the
stator parameters. On that occasion, it has been found out
these parameters have minor influences upon the regime
duration and the maximum values of the analyzed quantities.
On the other hand, the rotor parameters have important
influences (Fig. 7).
The conclusions emerging from the analysis of the
graphics presented above are detailed in the last part of the
paper.

a) Variation of the phase current i A (A). a) Variation of the phase current iA (A).

b) Variation of the speed ω (rad/s). b) Variation of the speed ω (rad/s).

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c) Variation of the torque M (Nm).
Fig. 7. Graphics corresponding to U=380 V, J=22 kg m2, Lr =0.249 H.
IV. MONITORING
The tests have been carried out in the high power
laboratory of the University of Craiova.
In this purpose, a motor rated at 430 kW (Fig. 8), designed
by the team of this paper and manufactured by one of our
partners, has been used.
This motor drives an Electric Multiple Unit (EMU) train
(Fig. 2).
Fig. 8. Photo during the tests.
A series of tests, in steady state and dynamic regime,
have been carried out with this motor; these tests have
validated the accuracy of the optimized design.
To achieve the dynamic characteristics, a data acquisition
system (Fig. 9) with a sampling frequency of 100 kHz was
used.
Details about this data acquisition system are presented
in [22] and [23].
Among the multitude of dynamic characteristics obtained
on the test bench, there is presented the evolution of the phase
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stator current, during the direct-on-line starting (380 V) (Fig.
10).
Fig. 9. Data acquisition system.
This characteristic validates experimentally the
characteristic simulated in figure 5.a.
It can be concluded that the experiment has confirmed
qualitatively and quantitatively the simulations carried out.
Fig. 10. Phase current variation during the direct-on-line starting.
V. CONCLUSIONS
There are presented a few transient states of a new traction
motor for driving an Electric Multiple Unit train. All stages of
the proposed problem have been solved: modeling, simulation,
testing.
The originality of this paper obviously consists in the fact
that it presents some simulations and tests carried out with an
absolutely new motor.
The motor, optimally designed and tested by the members
of this paper team, is intended to replace an important motor
having a 4 times higher price.
 The following conclusions have been obtained by
analyzing the figures 4, 5, 6 and 7:
-the increase of the inertia moment has a major effect upon
the evolutions of the current, speed and torque, the effect
being an increase of the corresponding transient regimes
duration;
-the increase of the supply voltage, for the same inertia
moment, leads to a decrease of the transient regime duration;
-the fastest transients are obtained for high voltage and low
inertia moment;
-the influences of the stator parameters upon the dynamic
regime behaviour of the motor are small;
-on the other hand, the rotor parameters have important
influences;
-thus, a decrease of the rotor inductance value leads to a
decrease of the transient regimes duration;
-in case of rotor inductance decrease, an increase of the
stator phase current maximum value and of the maximum
dynamic torque is noticed.
To sum up, an adequate design of an electrical machine
obligatorily involves the simulation of its dynamic regime
behaviour. This way, the design accuracy is validated.
ACKNOWLEDGMENT
This paper was realized under the frame of the grant POC
59/05.09.2016, SMIS 106021, A1-A1.2.3-G-2015, ID
P_40_401.
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