248 IEEE TRANSACTIONS ON INDUSTRIAL ELECTRONICS, VOL. 56, NO.
1, JANUARY 2009
Application of Speed and Load Torque Observers in
High-Speed Train Drive for Diagnostic Purposes
Jaroslaw Guzinski, Marc Diguet, Zbigniew Krzeminski, Arkadiusz Lewicki, and
Haithem Abu-Rub, Senior Member, IEEE
Abstract—In this paper, an application of speed and load torque
observers is presented. The aim of the observer implementation is
to be used in the diagnostic system for a motor speed sensor and a
torque transmission system. The diagnostic system is dedicated to
the high-speed train propelled by an induction motor. An analysis
of the observed variables allows the identification of problems in
the mechanical part of the main traction drive. For example, in
the case of speed sensor faults, the motor control system could
be switched into speed-sensorless control. The proposed observers
were verified by simulation and on a test bench for 1.2-MW rail
vehicle motor used in high-speed trains.
Index Terms—Fault prediction, high-speed train (HST), induc-
tion motor, load torque observer, speed observer.
I. I NTRODUCTION
T HE MONITORING and diagnosis of industrial electrical
drives is a significant problem that has been frequently
discussed in the recent literature [1]–[4].
An example of the reliable industrial system is a train main
drive. The reliability of the rail vehicles strongly influences the
development of the rail transport. Nowadays, a lot of rail sys-
tems are equipped with diagnostic tools which assure reliable
and safe freight and passenger transport. Most of the diagnostic
systems are equipped with additional sensors. Unfortunately,
with additional sensors, the vehicle is more complicated for
assembly and maintenance, whereas the cost of the rail system
will mostly increase. The new trend in modern diagnostic
systems allows the elimination of some of the sensors. By
using the available advanced microprocessor systems, it is
possible to eliminate some of the additional sensors, which are
generally used in the diagnostic systems, and replace them with
calculation methods.
The torque transmission system converts the torque from the
motor shaft to the vehicle wheels. It contains shafts, gears, and
coupling. In the transmission system, the problems can appear
even in new trains as a result of manufacturing or assembly
errors, e.g., misalignment of some parts of the transmission
system [5], [6]. To identify problems related to the transmission
Manuscript received December 29, 2007; revised June 23, 2008. First
published July 9, 2008; current version published December 30, 2008. This
work was supported by the European Commission under the TOK/IAP Project
of the Marie Curie Actions.
J. Guzinski, Z. Krzeminski, and A. Lewicki are with Gdansk University
of Technology, 80-952 Gdansk, Poland (e-mail: j.guzinski@ely.pg.gda.pl;
z.krzeminski@ely.pg.gda.pl; a.lewicki@ely.pg.gda.pl).
M. Diguet is with Alstom Transport, 65-000 Tarbes, France (e-mail: marc.
diguet@transport.alstom.com).
H. Abu-Rub is with Texas A&M University at Qatar, 23874 Doha, Qatar
(e-mail: haitham.abu-rub@qatar.tamu.edu).
Digital Object Identifier 10.1109/TIE.2008.928103
0278-0046/$25.00 © 2008 IEEE
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system, typically, an analysis of the motor or gear casing vibra-
tion, measured by the accelerometers, is done [7]. Instead of
the vibration measurement, it is possible to use the load torque
observers [8]–[12]. The analysis of mutual shaft positions of
gear or an analysis of mechanical oscillation of the drive system
makes it possible to early detect gear (and drive) damages
[13], [14].
After an initial period of operation, the problems with the
transmission can appear as a result of wearing and material
consumption. The wear of the gears causes growing amplitudes
of the frequencies related to the gear meshing.
In the case of transmission faults, the train might be stopped
or may work with some mechanical oscillations and noises.
Some faults of the torque transmission system have also a
serious influence on the safety of the train and the passengers.
This is the reason of the necessity to introduce the proposed
diagnostic system.
When the load torque is known, in the case of existing faults,
it is possible to change the control in the traction drive system
to assure operation safety [15]–[17]. Even when the load torque
is measured or calculated, it is hard to unequivocally identify
faults [18]. To define the torque transmission fault criteria, it is
indispensable to build a database with load torque waveforms
for healthy and damaged mechanical systems and then define
the fault criteria.
Most often, the traction main drives are equipped with speed
sensors which are used in the motor control algorithm. In the
case of speed-sensor fault, the drive cannot work properly and
is switched off. If there is only one drive in the train, the vehicle
is stopped and blocks the track. If several drives are used in
the vehicle, the shutdown of one drive has an influence on
the train speed. As a solution to this problem, it is possible to
use speed calculations instead of speed measurement. A lot of
speed observer systems are presented in the literature [17]–[21].
Most popular observers are based on the Luenberger theory
[12], [21], Kalman filters [23], and neural observers [16], [17],
[22], [23]. Good results can be obtained with all mentioned
observers, but Luenberger algorithms can be simplified, so it
can be more useful for industrial applications [23]. Using the
calculated speed, it is possible to propose fully speed-sensorless
control system or to switch to the speed-sensorless system in the
case of speed sensor fault.
The diagnostic system proposed in this paper is intended to
monitor the motor speed sensor and the torque transmission
system. The diagnostic system is sensorless, which means that
no additional sensors are used except those previously used in
the rail vehicle for control purposes. The proposed system was
 GUZINSKI et al.: APPLICATION OF OBSERVERS IN HIGH-SPEED TRAIN DRIVE FOR DIAGNOSTIC PURPOSES 249

Fig. 1. Electric multiple unit of high-speed train.

TABLE I
MOTOR EQUIVALENT CIRCUIT PARAMETERS

A. Traction Motor
In the investigated system of the HST, a special induction
Fig. 2. Part of the HST bogie. cage motor designed for the traction application was used. The
verified by simulation and experimentally on a test bench for an data of the tested motor are as follows: Pmax = 1.2 MW, Un =
industrial drive with 1.2-MW induction motor. 810 V (phase voltage), nn = 2679 r/min, In = 586 A, fn =
133 Hz, ηn = 96%, cos ϕn = 0.88, and three pole pairs.
II. R AIL S YSTEM D ESCRIPTION For simulation purposes, the mathematical model of the
induction motor described in the stationary αβ coordinates was
In locomotives or in electric multiple units, a few electric mo- used. Equations of the motor model have the form
tors propel the train. Previously used dc motors and wounded
rotor synchronous motors are nowadays replaced by induction dis
= a1 is + a2 ψ r − ja3 ψ r + a4 us (1)
motors or permanent-magnet synchronous motors. Typically, dτ
one motor propels one axle in every motorized bogie. In each dψ r
bogie, one, two, or three motors may exist. A motorized car = a5 is + a6 ψ r + jωr ψ r (2)
dτ
typically has two bogies with motors.
 
In this paper, the diagnostic system was applied to a high- dωr 1 Lm ∗
speed train (HST) drive. The HST has two powered cars and a = Im |ψ r is | − TS1 (3)
dτ JM Lr
few trailers for passengers. Each motorized car has two bogies.
In each bogie, each axle is propelled by one electric motor is = [ isα isβ ]T ψ r = [ ψrα ψrβ ]T
(Fig. 1).
In most of the HST, 1.2-MW induction motors are used. The us = [ usα usβ ]T (4)
HST bogie transmission system is very complex (Fig. 2). The
motor torque is transmitted from the motor shaft to the wheels where us , is , and Ψr denote the stator voltage, stator current,
using two gears and few couplings. The motor is fixed to the car and rotor flux vectors, respectively; TS1 is the motor load
body. The position between the car body frame and the bogie torque; JM is the motor inertia (6.13 kg · m2 ); and
frame changes during train travel. To compensate these changes
Rs L2r + Rr L2m Rr Lm
in the transmission system, a sliding axle and some cardans a1 = − a2 =
are used. The speed sensor is mounted directly on the motor Lr wσ Lr wσ
shaft. The measured speed is used in the motor control system. Lm Lr
a3 = a4 =
Additional speed sensors are mounted on gears’ shafts and are wσ wσ
used only in the system of the antislip control of the wheels.
Rr Lm
a5 = a6 = Rr
Lr Lr
III. M ODEL OF THE S YSTEM
wσ = Lr Ls − L2m (5)
The model of the system was divided into three parts as
follows: model of the traction motor, model of the motor with Rr , Rs , Lr , Ls , and Lm being the motor equivalent circuit
converter, and model of the torque transmission system. All parameters presented in Table I.
prepared models with the adopted control algorithms have
allowed testing the observers’ procedures for diagnostic system
B. Torque Transmission System
by simulation. For simulation purposes, dedicated programs in
C language and in Matlab/Simulink were prepared. A per-unit For simulation purposes, the HST transmission system was
system, related to the motor nominal values, was used to present reduced to a two-mass system, as shown in Fig. 3 [11],
data [21]. [12], [17].

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 250 IEEE TRANSACTIONS ON INDUSTRIAL ELECTRONICS, VOL. 56, NO. 1, JANUARY 2009

In motion equation, a viscous friction was also considered

dωr
JM = Te − TS1 − Tw + Tf (15)
dt
where Tf is the viscous-friction load torque component.

Fig. 3. Model of the torque transmission system.

Tf = Bm · ωr (16)

with Bm being the viscous-friction coefficient (0.8 N · s/m).

The model is described by motion equations—referring to
the motor shaft
C. Motor Converter
dωr
JM = Te − TS1 (6) The traction induction motor is supplied using a three-phase
dt
dωL voltage inverter. In the simulation program, the voltage inverter
JL = nTS2 − TL (7) was modeled with ideal switches controlled with a pulsewidth-
dt
dϕr modulation (PWM) method.
= ωr (8) The switching frequency of the used insulated-gate bipolar
dt
dϕL transistors is variable and does not exceed 500 Hz. To fully
= ωL (9) utilize the inverter supply voltage, the converter is working in
dt
TS1 = K2 (ϕr − nϕL ) + H2 (ωr − nωL ) (10) the overmodulation region and with square voltage waveform.
|TS2 | = |TS1 | (11)
D. Control Algorithm
where
A motor control algorithm is working according to the field-
ωL load speed;
oriented control method which is very popular in industrial
Te motor torque;
applications. The base scheme of the control algorithm is shown
TL load torque;
in Fig. 4.
TS1 , TS2 torques transmitted through the gear on the input
In typical traction application of the field-oriented method,
and output of the gear, respectively;
the speed controller is not used. The train speed is controlled by
K2 stiffness function;
the train operator manually. The operator command value is the
H2 damping coefficient (170 N · s/m);
motor torque which is controlled by stator current q-component.
JL load inertia (3000 kg · m2 );
The traction system of the HST is working also in the field-
n gear ratio (1.97).
weakening region which is used to obtain the high speed of the
Stiffness function of the gear, which is dependent on gear-
train.
wheel tooth stiffness, is defined as follows [25]:
IV. M OTOR S PEED O BSERVER
K2 = KS + KD · sin(z · ϕr ) (12)
A motor speed observer is a set of differential equations
where which are similar to the motor model equations in addition
KS stiffness average value (3.5 × 105 N/m); to internal feedbacks, which compare some estimated values
KD stiffness maximum value (5.7 × 105 N/m); that are measured once. The speed observer needs only four
z number of gear driving-wheel teeth (25 teeth). input signals. The required signals are usually accessible in the
In (7), the higher harmonics of the meshing frequency were control system. These signals are inverter output currents and
omitted. The type of wheels used inside the gear that skew teeth PWM command voltages.
makes the meshing amplitudes in healthy condition to be very In the proposed system, the state observer presented in [21]
small. was used. The equations of the speed observer in the stationary
The misalignment of transmission elements was modeled coordinates αβ are (17)–(30), shown at the bottom of the
as an additional load torque component, which appears in the next page,
motion equation where
∧
variable calculated in the observer;
dωr
JM = Te − TS1 − Tw (13) ξα and ξβ components of the motor electromo-
dt tive forces;
where Tw is the additional load torque with sinusoidal compo- ωψr angular speed of the motor flux
nent with frequency that is equal to the motor shaft rotation vector;
k1 , k2 , k3 , k4 , and k5 observer gains (2, 1, 1.2, 1, and 0.1,
Tw = Twav · (1 + sin(ϕr )) (14) respectively);
Sx and SxF additional variables used to stabilize
with Twav being the average value of the misalignment load the observer work;
torque component (720 N · m). TSx time constant of the Sx filter (25 ms).

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 GUZINSKI et al.: APPLICATION OF OBSERVERS IN HIGH-SPEED TRAIN DRIVE FOR DIAGNOSTIC PURPOSES 251

Fig. 4. Base scheme of the motor control algorithm.

The presented speed observer system is based on the omitted, and the motor mechanical speed is treated as a variable
Luenberger observer theory with the use of motor electromotive parameter of the motor.
forces as additional state variables and disturbances simulta- The observer gains and the internal filter time constants
neously (Fig. 5). The mechanical equation of the system was should be properly tuned to simultaneously assure a fast

dîs
= a1 îs + a2 ψ̂ r − ja3 ξ̂ + a4 ucom
s + k3 (is − îs ) (17)
dτ
dψ̂ r
= a5 ψ̂ r + j ξ̂ β + a6 îs − k2 Sb ψ̂ r + Se (18)
dt
dξ̂ α
= j ω̂ψr ξ̂ β + jk1 e1 (19)
dt
dSbF 1
= (Sb − SbF ) (20)
dt TSb
dω̂rF 1
= (ω̂r − ω̂rF ) (21)
dt TKT
dSxF 1
= (Sx − SxF ) (22)
dt TSx

1, if ω̂ψr > 0
S= (23)
−1, if ω̂ψr ≤ 0

Sx = ξˆα ψ̂rα + ξˆβ ψ̂rβ (24)

Sb = ξˆα ψ̂rβ − ξˆβ ψ̂rα (25)
 
Lm ψ̂rα îsβ + ψ̂rβ îsα
ω̂ψr = ω̂rF + Rr (26)
Lr 2 + ψ̂ 2
ψ̂rα rβ

ζ̂α ψ̂rα + ζ̂α ψ̂rα

ω̂r = (27)
2 + ψ̂ 2
ψ̂rα rβ

îs = [ îsα îsβ ]T ψ̂ r = [ ψ̂rα ψ̂rβ ]T (28)

T
ucom
s = [ ucom
sα ucom
sβ ] ξ̂ = [ ξˆα ξˆβ ]T (29)
⎡
⎤
k2 k3 ψ̂rβ (Sb − SbF ) + k5 (Sx − SxF )ψ̂rα − (Sb − SbF )ψ̂rβ
e=⎣
⎦ (30)
k5 (SxF − Sx )ψ̂rβ − (Sb − SbF )ψ̂rα − k2 k3 ψ̂rα (Sb − SbF )

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 252
Fig. 5. Speed observer scheme.
Fig. 6. Simulation results for speed observer calculation.
estimation of the variables and a stable work of the observer.
The numerous observer gains and time constants were tuned
using the random weight change (RWC) algorithm [26]. In each
step of the RWC algorithm, the transient state of the observer
was simulated, and the quality coefficient was calculated. At
the beginning, the observer gains were tuned randomly in
wide range of the field of research. After that, the field of
research was decreased, and the observer gains were precisely
found [27].
Fig. 6 shows simulation results for the speed observer using
data from the HST drive test bench. In the test, the motor reverse
is presented. The speed observer works with high accuracy.
The motor speed calculation error related to the nominal motor
speed is less than 2% in the full speed range including the
very low speed. Additionally, in the speed observer, the motor
electromagnetic torque is calculated using the observer internal
variables in the following way:
Lm
T̂e = (ψ̂rα îsβ − ψ̂rβ îsα ).
Lr
The calculated motor torque was used in the load torque
observer procedure.
Each observer method has sensitivity on motor parameter
changes (e.g., thermal variation of motor resistances). The
observer used in HST application has good accuracy with
motor parameter changes and works properly in practically
implemented systems [22].
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IEEE TRANSACTIONS ON INDUSTRIAL ELECTRONICS, VOL. 56, NO. 1, JANUARY 2009
Fig. 7. Simulation results for load torque estimation.
V. L OAD T ORQUE O BSERVER
For detecting the problem with the torque transmission sys-
tem, the load torque of the motor could be analyzed. In the
presented system, few different methods for such calculations
were tested.
The simplest was the direct use of mechanical equations of
the system without any correction function. Using the mechan-
ical equation, the load torque is estimated from the following
dependency:
dωr
T̂S1 = T̂e − JM (32)
dt
where T̂S1 is the estimated motor load torque and T̂e is the
calculated motor load torque.
Simulation results for load torque estimator are shown in
Fig. 7. The load torque estimation method is very simple;
however, it should be precise. The disadvantages of the method
are its sensitivity to any inaccuracy and the simplifications in
the mechanical equations, so it is not reliable in the diagnostic
system. Unfortunately, results, which are shown in Fig. 7, show
that load torque estimation error is up to 50%. This resulted
from an error coming from the speed derivative calculation.
In the simulation program, the speed sensor was modeled as
a sensor used in the real HST (240 pulses per revolution). The
accuracy of that sensor was not enough for the speed derivative
calculation.
Instead of estimation, it is possible to use the load torque ob-
server. One of our approaches is to design an observer accord-
(31) ing to the concept of the observers for systems with unknown
and inaccessible inputs. Unfortunately, the observer has limited
range of estimated frequencies, and the frequency band of the
observer should be checked. In the provided simulation, the
tested load torque observer presented in [8] was working less
precisely in comparison to the torque estimator because some
frequencies were filtered (Fig. 8). It is noticeable that, in the
calculated load torque T̂S1 waveform, the high frequencies are
damped, so not enough information is given for gear meshing.
 GUZINSKI et al.: APPLICATION OF OBSERVERS IN HIGH-SPEED TRAIN DRIVE FOR DIAGNOSTIC PURPOSES 253

Fig. 10. Simulation results of the system with (a) misalignment only and
(b) misalignment including (right) one tooth broken in the HST gear.

closed loop, makes the system less sensitive to some inaccura-

Fig. 8. Simulation results for load torque observer for systems with unknown
and inaccessible inputs.
cies and parameter changes in the real system and practically
applicable [28]. Such a load torque observer concept was
chosen to be used in the diagnostic system.
In Fig. 10(a) and (b), the simulation results for the system
with misalignment and the system with misalignment including
one broken tooth in the gear are shown, respectively.
In Fig. 10(a), discrete Fourier transforms (DFTs) were pre-
pared using real load torque, and in Fig. 10(b), DFTs were
prepared using (33) and (34). In both cases, high amplitudes
are related to motor speed (50 Hz) and misalignment frequency
(1250 Hz). It is noticeable that, in the case of broken teeth, an
additional high amplitude with frequency of 360 Hz does ap-
pear. Also, the previously meaningful amplitudes are changing.

VI. C OMMENTS ON THE P ROPOSED D IAGNOSTIC S YSTEM

Fig. 9. Simulation results for load torque observer calculation.
The designed diagnostic system will be based upon online
The suggestion of the different load torque observers pre- methods for calculating the motor speed and the motor load
sented in [8] is not applicable to the use in the HST control torque. In a real system, a speed sensor exists, so the measured
system. The method [8] is practically applicable only to the motor speed could be compared with the calculated value. In the
control system working with the U/f = const. principle. In case of existing fault, in the speed sensor or in sensor wiring
such a method, the precise value of the angular speed of the system, the train control system could be switched to speed-
stator voltage vector is not necessary. In the more sophisticated sensorless control system and may send the information to the
control systems, the angular speed of the stator voltage vector maintenance center to solve the problem.
does not exist in the algorithm. For example, in field-oriented A similar solution will be applied for the torque transmission
control methods, only the angle position of the stator voltage monitoring. All the problems within the transmission system
vector is accessible. In such a case, the angular speed of this could be identified in the motor load torque. In the diagnostic
vector has to be calculated by numerical differentiation. Such system, the load torque of the motor is calculated using the
calculations are too inaccurate during transients. motor load torque observer. The analysis of the load torque
Finally, the best results were obtained with an observer based is more complicated than the analysis of the calculated speed.
on Gopinanth’s method [24], [28] The load torque contains a high number of frequencies whose
amplitudes change, depending on motor speed, motor load, etc.
    
d z1 0 −k1 z1 k1 bJ k In the proposed diagnostic system, the analysis of the motor
= +   M
ωr + 1 T̂e
dt z2 1 −b z2 k22 a JM k2 load torque is divided into the following two methods: online
and offline. In the online method, a simple comparison of the
(33) amplitudes of the characteristic frequencies is used. By using
T̂L = z2 − k2 JM ωr (34) such binary criteria, it is possible to identify a serious problem
with the transmission system. When a problem is identified, the
where control system should limit the maximum torque generated by
k1 and k2 observer coefficients (k1 = 800 and k2 = 30); the motor to allow slower travel of the train. If some are harder
z1 and z2 internal state variables; to identify, the transmission faults will need more complicated
T̂e calculated motor electromagnetic torque; and time-consuming procedures which are executed using the
T̂L calculated motor load torque. offline method [1]. The offline method gives only the infor-
In Fig. 9, simulation results are presented for the load torque mation to the maintenance center to check the suspected gear
observer calculations based on (33) and (34). The results are by, for example, detection of particles of metallic debris in the
comparable to the estimator results shown earlier in Fig. 7. lubricating oil (Fig. 11). In the future, it is planned to apply the
However, the use of the observer structure, which is based on fuzzy logic for preparing the diagnostic criteria.

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 254
Fig. 11. Torque transmission system monitoring.
Fig. 12. Test bench for the 1.2-MW HST asynchronous motor drive.
Fig. 13. Experimental results for speed observer calculation—start-up of the
train from 0 to 320 km/h.
VII. E XPERIMENTAL R ESULTS
After simulation investigations, the system was verified by
experimental records from a test bench using 1.2-MW HST
induction motor drive (Fig. 12). The traction inverter is supplied
with dc voltage whose nominal value is 1800 V. For such a
supply, the HST could work in the speed range from 0 to
320 km/h and with a load from 0% to 100%.
Fig. 13 shows experimental results for the speed observer
when the speed of the train was changed from 0 to the max-
imum 320 km/h. The measured speed on the test bench is
compared with the calculated speed by the algorithm using the
real data from the test bench. The speed was measured using
the standard induction sensor used in HST application with
240 pulses per revolution.
In Fig. 14, the results of the speed observer calculation for
a train constant speed of 200 km/h are shown. During motor
work with a speed equivalent to the train speed of 200 km/h,
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IEEE TRANSACTIONS ON INDUSTRIAL ELECTRONICS, VOL. 56, NO. 1, JANUARY 2009
Fig. 14. Experimental results for speed observer calculation—constant speed
of the train—200 km/h.
the speed observer procedure was switched on. In a few steps
of the observer calculation, the actual motor speed was identi-
fied. The system sampling period was 50 μs.
For the maximum speed of 320 km/h of the train, the inverter
input voltage is fully used. It means that the inverter is working
without PWM and that the motor supply voltage has square
shape. As a result, the motor currents are being distorted. For a
train constant speed of 200 km/h, the currents are also distorted,
although the PWM was used (Fig. 15). This is a result of the low
switching frequency in the inverter. In spite of a strong current
distortion, the speed observer was working well with an error
less than 3% in the full tested HST speed range.
Experimental results of the load torque observer calculation
for a constant train speed of 59 km/h are shown in Fig. 16.
For 59 km/h with the used gear ratio (1.97) and wheel
diameter (0.885 m), the motor speed is 700 r/min. Because the
motor has six poles, the rotor mechanical frequency is 35 Hz.
For the calculated load torque, that frequency was identified.
To check the accuracy of the load torque calculations, the
tests for the meshing frequency identification were done. An
example of the obtained results is shown in Fig. 17.
In a test whose results are shown in Fig. 17, the motor speed
was 1180 r/min. It reproduced the motor speed in HST moving
at 100 km/h. The following four different loads of the motor
were applied during such operating point: 25%, 50%, 75%, and
100% of the HST maximum load. In this case, the calculated
load torque was analyzed using the DFT.
In Fig. 17, only selected interesting range of frequency is
shown. This frequency range was related to the load torque
meshing frequency of the test bench. This range of frequency
is interesting for transmission diagnostic purposes because if
any problem appears, e.g., with teeth, the detected load torque
amplitude will increase.
In a particular test, the train speed of 100 km/h is approx-
imately equal to the mechanical frequency of 59 Hz of the
motor. Regarding the number of teeth of the driving wheel—25,
the meshing frequency was approximately 1475 Hz. The trans-
mission system was healthy, and the amplitude of the meshing
frequency was very small but was identified using the proposed
calculation method. In the test bench, a load torque sensor with
an accuracy of 50 N · m was also used, but using the measured
load torque, the meshing frequency was not identified due
 GUZINSKI et al.: APPLICATION OF OBSERVERS IN HIGH-SPEED TRAIN DRIVE FOR DIAGNOSTIC PURPOSES 255

Fig. 15. Motor current for a constant speed of 200 km/h (600 A/div and 30 ms/div).

Fig. 16. Load torque waveform and Fourier analysis results for a constant speed of the train of 59 km/h.

Fig. 17. Experimental results for load torque observer calculation—identification of meshing frequency—train speed of 100 km/h.

to the excessive noise signals for small load-torque-amplitude ACKNOWLEDGMENT

detection.
VIII. C ONCLUSION
The proposed observer system works correctly with high
accuracy in comparison to the system with additional sensors
used in the HST test bench. Without adding any additional
sensors, except those used previously in the HST, it is possible
to calculate motor speed and load torque online. The presented
observer system was able to detect the meshing frequency of
the test bench which has very small amplitude in the tested
healthy gear. Now, it is planned to install it on a real train in
order to verify the accuracy and the sensitivity of the algorithm
in real conditions and with the real train transmission. Then,
after having tuned the algorithm, it will be installed in different
trains to build a database of the results of the calculated load
torque and motor speed. The obtained database in relation to
other rail vehicles and maintenance center data will allow the
definition of criteria to make decisions on speed sensor and
torque transmission system conditions. With defined criteria, it
will be possible to prepare full diagnostic system for both speed
sensor and gear monitoring.
The authors would like to thank J.-M. Descures from Alstom
Transport, Tarbes, France, for his help in preparing the experi-
mental tests. The authors would also like to thank K. Al Saleh
for the language revision of this paper.
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