Driving Control of AC/DC L

ocomotives

School of traffic and transportation engineering

Cheng Shu
2017.03
Main contents of the 2nd chapter

 The main factors considered in the design of the main

circuit.
 The main circuit of the main line locomotives in China
 Traction and braking characteristics of locomotive
 The concept of “stick” 、“ idle” 、 “ slide“ and “loa
d compensation”
 Types and principles of main circuit protection
 The power factor of the DC electric locomotive

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 Section I Overview
I. Energy transfer process of electric locomotive ：

27.5kv Single- traction Traction

pantograph transformer rectifier
phase catenary

AC DC

Traction
Bogie Locomotive
motor
electric energy mechanical energy

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II. locomotive circuit classification

Main Circuit

Locomotive Circuit Auxiliary Circuit

Control Circuit

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II. locomotive circuit classification(continued 1)

1. main circuit

function ： Complete the transfer and conversion of

energy during traction and braking.

Features: high power, high voltage, high current.

Mainly include: traction transformer, rectifier, traction motor

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II 、 locomotive circuit classification(continued 2)

2. Auxiliary circuit (two types)

① AC auxiliary circuit

Function ： Main circuit ventilation, cooling auxiliary motor etc;

Features :Three phase 380V AC power supply, low power ；

Including: single / three-phase converter ventilation motor, compressor

motor, etc.

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 II 、 locomotive circuit classification(continued 3)
② DC auxiliary circuit

Function ： To supply electrical control, electronic control and lighting, air c

onditioning equipment

Features ： DC 110V power supply; battery as backup power supply;

Including: DC 110V AC and DC power supply, storage batteries, lights, air c

onditioning, etc.

In addition, there is a DC600V DC power supply for passenger train tractio

n, which provides power supply for air conditioning, heating, lighting and pas
senger information service system.

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II 、 locomotive circuit classification(continued 4)

3. Control circuit （ two types ）

• Electrical control

Function ： Complete the switch and logic interlock of electric circ

uit and gas circuit

Features ： Electric or pneumatic logic switch ．

Including ： electric control valve, pneumatic switch, etc.

In recent years, the logic interlock of the locomotive has been c

ompleted by the logic control unit (LCU).

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II 、 locomotive circuit classification(continued 5)

② electronic control

Function ： Control of locomotive with main auxiliary circuit;

Features ： Weak current control, complex control;

Including ： The control unit includes a given integrator, characteristic co

ntrol, air defense / anti slip, phase shift control, power amplifier
, pulse transformer, etc.

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 III 、 the main circuit design considerations

Main considerations:

① To meet the basic requirements of starting, speed regu

lating and braking .

② The power is large ； the control is complex ； the wo

rking condition is bad ； the volume and the weight ar
e limited .

③ Traction performance, technical difficulty, maintenance

cost and reliability.

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III 、 the main circuit design considerations (con
tinued 1)

More specifically, it include five aspects: ：

① Traction motor coupling and excitation mode ；
② Power supply mode of traction motor;

③ Rectifier circuit;
④ Speed regulation ；
⑤ Electric braking mode.

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1. the traction motor connection and excitation mode

AC-DC electric locomotive adopts pulsating current

traction motor (DC motor)

１ ) 、 Exciting mode

Question ：
① How many ways of excitation of DC motor? What
are their characteristics?

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1. the traction motor connection and excitation mode
(continued 1)

① Series excitation
Feature ： Large starting torque 、 well constant power performance ，“ c
attle" characteristics. Parallel load distribution is easy to balance. But the c
haracteristics is soft and air defense capabilities are poor;

② Shunt excitation
Feature ： Characteristics are hard. Air defense performance is good,but o
ther performance (starting and constant power) is poor;

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1. the traction motor connection and excitation mode
(continued 2)

③ Compound excitation
Part of the winding is connected in series with the armature,while p
art of the winding is separate excitation.
Features: there are both advantages of series excitation and separate
d excitation, but the motor structure and control are complica
ted.
Practical situation: Most of the locomotive adopts series excited moto
r,6K/SS7 locomotive adopts compound motor.
It is proved that the excitation current is controlled by the armature curr
ent in the chopper Metro locomotive.

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1. the traction motor connection and excitation mode
(continued 3)
２、 Motor connection mode

① Series connection
Features: the main circuit has less switch electrical equipment. T
he main circuit structure is simplified. The motor load distribution i
s uniform, but the performance of air defense is poor;

② Parallel connection
Features: good air defense performance, full use of vehicle adhe
sion, but the main circuit structure is complex;

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1. the traction motor connection and excitation mode
(continued 4)

Practical application:
It is generally used the parallel motor. Only 8K locom
otive adopts series motor.

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 2.Power supply mode

① Centralized Power Supply （ locomotive control ）

　　 The locomotive traction electric machine is supplied

by one converter.

Characteristic: Transformer structure is simple ， Cent

ralized cooling and Simplify the ventilati
on equipment ， but when the one moto
r diagnosis will influence the whole train
work.

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 2. Power supply mode （ continued 1 ）
② Independent power supply （ Axle control ）

Each traction electric machine is supplied by one con

verter.

Characteristic: The locomotive adhere force is good, wh

en one motor failure does not affect the
other motor. But it has the complex contr
ol of the transformer and converter.

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 2. Power supply mode （ continued 2 ）
③ Part of the Centralized （ frame control ）

The same bogie motor consists of a set of converter power supply.

Characteristic : Simplify the circuit and inverter structure, Adhesive

used more fully, and achieve certain redundancy

Practical application: SS1 、 SS3 locomotive use centralized pow

er supply, The part of the locomotive use centralized power supply,
but the 6K locomotive one bogie have two motor respectively and n
eed two different sets of converter power supply, The AC-DC locom
otive doesn’t use the independent power supply.

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 2. Power supply mode （ continued 3 ）

Notice: With the development of power electronics te

chnology and high-speed overloaded demand, the ne
w type of ac-dc locomotive start use technology of th
e axle Control, like this we can use fully adhesive ，
At the same time it is no affect of the vehicle traction
when the axle fault.

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 3.Converter circuit
　　 50Hz single phase alternating current ， SS1 use di
ode uncontrollable converter, the other locomotive use
the half-controlled-bridge converter, even second secti
on of the bridge, three sections of the bridge, and four
bridge.
　　　　　　　　　　　
　　　　　　　　　　　

Figure １－１ the simple circuit of the converter

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 3.Converter circuit （ continued 1 ）
Ｌ p － smoothing wave reactor, reduce the current rip
ple, improve the motor commutation performance.
　Ｌ f － exciting winding.
　Ｒ f － magnetic field shunt resistance, reduce the curren
t pulse magnetic field.
Question ：
① Why the smoothing reactor can reduce the  current rip
ple?
② Why the magnetic field shunt resistance can reduce th
e current pulse magnetic field.

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 4.Speed adjustment mode

The requirements of speed control ：

　　 when the main circuit is normal, we will do the
best to make the tractive effort change smoothness, w
e hope have more level can uniform distribution in the r
ange of speed regulation.

Question ：
① How is the dc motor speed regulation?

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 4.Speed regulation

Two steps ：
① Voltage regulation: under rated voltage, chan
ge the motor armature voltage Ud to achieve m
otor speed
② Weak magnetic speed regulation: after the end
voltage reaches the rated voltage, the magnet
ic field is improved and the speed is improve
d
Question ：
③ Why do we need to adjust the voltage after the we
ak magnetic?

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 4.Speed regulation （ continued 1 ）

• Voltage regulation ：
① Contact voltage: SS1, 8G locomotive
② Contact and phase control pressure: SS3
③ contactless phase control of the SS4, SS5, 6K, 8K loco
motive
　① is stage voltage regulation. ②and③ are stepless volta
ge regulation

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 4.Speed regulation （ continued 2 ）
• Flux weakening ：
① Excitation winding and resistance regulation ： SS1 、
SS3 、 SS4 、 SS6
② There are two different forms of phase controlled weak
magnetic field
 6K, SS7 is a compound excitation motor, which is contr
olled by the excitation circuit
 8K, SS5 is a series of motor, shunt transistor weak ma
gnetic
 ① is stage voltage regulation.
 ② is stepless voltage regulation

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 4.Speed regulation （ continued 1 ）

conclusion:
There are two stages of variable speed regulation and th
e level of weak magnetic speed regulation; stepless spe
ed regulation can be divided into stepless voltage regulat
ion and stepless weak magnetic two.
comparison:
Stepless speed regulation can realize the continuous adj
ustment of traction current and traction force.

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 5.Electric braking

Two types of braking ：

① Mechanical braking: standing brake, low speed input
② Electrical braking: general high speed input effect
 Resistance braking
• Energy consumption resistance braking: stable and relia
e, multi-purpose.SS1-SS4
• Add resistance braking: large braking force at low speed
SS8
 regenerative braking
Energy feedback to the grid, low power factor, complex co
rol. 8K (2 units), SS5, SS7

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 Exercise

1. What factors should be considered in the design of loco

motive main circuit? Mainly related to the main aspects o
f the machine and electricity?
2. The traction force (F) and the speed force (V) curve of th
e series excited DC motor and the synchronous DC mot
or are drawn
3. This paper analyzes the current and traction force of trac
tion motor with voltage regulation and weak magnetic sp
eed regulation

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The main circuit of the locomotives

4 stages of AC/DC locomotives’ rectifier development

SS1
SS3
Contact,
Contact,
uncontrolled, regulate
Phase controlled
voltage

SS5, SS7, SS8, SS9

SS4 Phase controlled,
Phase controlled, Multi-bridge,
Multi-bridge Stepless flux-weakening,
regenerative braking

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The main circuit of the locomotives

Locomotives SS1 SS3 SS4 SS5 6G(F) 6k(J)

Shaft type C0-C0 C0-C0 2(B0-B0) B0-B0 C0-C0 B0-B0-B0
Main circuit Diode- Segmented Four stage Double Double Tripple stage
uncontrolled phase semi stage stage semi controlled
control controlled semi semi bridge
bridge controlled controlled
bridge bridge
flux- Three level Three level Three level Stepless Three Stepless
weakening level
Braking Resistant Resistant Double-level Regenerat Regenerat Resistant energy
energy loss energy loss resistant ion ion loss
energy loss

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The main circuit of the locomotives

Locomotives 8K(E) SS4 G SS7 SS8 SS9

Shaft type 2(B0-B0) 2(B0-B0) B0-B0-B0 B0-B0 C0-C0
Main circuit Full-bridge + Tripple stage Full-bridge + Tripple stage Tripple stage
Double stage semi Double stage semi controlled semi
semi controlled semi bridge controlled
controlled bridge controlled bridge
bridge bridge
flux- Stepless Three level Stepless Stepless Stepless
weakening
Braking Regeneration Feedback Regeneration Feedback Feedback
resistance resistance resistance

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Features of the main circuit of SS1 ：

Diodes are used for rectification ；

The outputs can be regulated by changing the input voltage of the rectifier ；
33 levels voltage regulation and three levels flux-weakening can be achieved;
High power factor.

u in

Lp1 Lp2
D2
D1
M1 M2 M3 M4 M5 M6

Figure １ - ２ The main circuit of

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SS1 33
The main circuit of SS1(1) ：
25kV

Breaker
主断路器
C0-C0 6×700kW

o1QKT-18 o2 9
1 x2 a2
a1 x1
48 43 41
31 33 35 47 45 39
37
36 38 46 44 42 40
32 34

D4 TK26 D5 D6
D3
D2
D1
- Lp2
Lp1

Ud
M1 M2 M3 M4 M5 M6

+
Figure １ - ２ The main circuit of
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SS1 34
The main circuit of SS1(2) ：

1. Voltage Regulating Process 　

Switch QKT-18 and switch TK26 are combined ， the fixed windin
g of the transformer is connected with the adjustable winding in eit
her direction, so the input voltage can be regulated and 33 levels o
utput voltage regulation is achieved.
① ０ level
Switches 31-38 are turned off ， the circuit is open ， then Ud
=0 ；
　

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The main circuit of SS1(3) ：

1-17 levels TK26 are in positive position ， a1x1, o1-1,a2x2 and o2-9 a
re connected in subtractive series, the subtraction of voltages are carri
ed out.
②0-1 level 　
QKT-18 rotates 20º clockwise,TK31 and TK39 are turned on, voltages
of a1x1,o1-1,a2x2 and o2-9 are subtracted.
Uleft=1040-1000=40(V)
Uright=1040-1000=40(V)
Ud=0.9×40=36(V)

Q ： why the 40 volts have to be multiplied by a coefficient of 0.9?

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The main circuit of SS1(4) ：

② 1-2 level
QKT-18 rotates 40º clockwise ， TK39 and TK32 are turned on ， TK3
1 are turned off, voltages of a1x1 and o1-1,a2x2 and o2-9 are subtract
ed respectively.

Uleft=1040-7×125=165(V)
Uright=1040-1000=40(V)
Ud=(0.9×40+ 0.9×165) /2=92.25(V)
ΔUd= 0.9×165/2=56.25(V)

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The main circuit of SS1(5) ：

③ 16-17 levels
QKT-18 rotates 340º clockwise ， TK47,TK48 are turned on ， vo
ltages of a1x1,o1-1,a2x2,o2-9 are subtracted.

Uleft=1040V
Uright=1040V
Ud=0.9×1040=936(V)

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The main circuit of SS1(6) ：
18-33 levels TK26 are negative ， a1x1, o2-9,a2x2, o1-1 are connecte
d in series, the addition of voltages is carried out.

④17-18 levels
QKT-18 rotates 340º anti-clockwise,K47 and K46 are turned on ， k48 i
s turned off 。
　　 Uleft=1040 ＋ 125=1165V
Uright=1040V
Ud=0.9×(1165+1040)/2=992.5(V)
Before the 33th level, a1x1 and o2-9 are fully connected ， a2X2 and o
1-1 are fully connected, voltages are added.
　 Ud=0.9×(1000+1040)=1836(V)

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The main circuit of SS1(7) ：
2. Voltage calculation
　 It can be seen from the analysis that the voltage of the first level is 3
6V ；
　 The level of the voltage increasing step is:
0.9×125/2=56.25V ，
　 so the output voltage is ：
Ud=36+56.25×(n-1)56.25
Where n ＝ 1 ～ 33.

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The main circuit of SS1(8) ：
3. Transition silicon unit During the transition between two c
onsecutive levels, transition silicon
1040V 8×125V unit is turned on firstly, then turned
off. This action has two advantage
s:
K31 K32 1. Ensure the continuation of curr
ent during the speed regulatio
D3 D4 n
2. Prevent the electric arc when l
evel switch is turned off
Id

Q: How is an electric arc produced

?

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The main circuit of SS1(9) ：

4. Difference between odd levels and even levels

Odd levels: the positive wave and the negative wave of input v
oltage are symmetrical.

Even levels: there is a difference of 125V between the positive

and negative half waves, which can lead to DC magnetization of th
e transformer and affect its operation.

Q: How does DC magnetization affect transformer?

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 • Exercises

1.Describe the voltage regulate process of SS1.

2.Analyze the function of transition silicon unit during th

e voltage regulation.

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The main circuit of 6G ：
Ud

C0-C0 6×800kW ωt
T1
D1 iN
ωt
RM1
500V Lp

Output一段工作输出电压和电网输入电流波形
voltage of 6G and input current of grid (1)
T2 D2
Ud
M1 M2 M3
ωt
25kV Ud
T3 D3 ωt

500V
RM2 D4 iN

T4 ωt

The6G机车一个转向架主电路
main circuit of 6G 两段工作输出电压和电网输出电流波形
Output voltage of 6G and input current of grid (2)

12/03/2021 44
The main circuit of 6G ：

1.Features
Two bridges are used for voltage regulation, DC voltages ar
e connected in series.
2.Regulation process
The first part of regulation: RM2 is locked (α2=180º), T1 an
d T2 are turned on gradually, D3 and D4 are free-wheeling
diodes. Ud can be regulated from 0 to 450V.
The second part of regulation: RM1 is on (α1=0º ), RM2 ar
e turned on gradually. Ud can be regulated from 450V to 90
0V.

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The main circuit of SS4 ：
2(B0-B0) 8×800kW
T6

D1 T3
Features:
T1
335V
Lp1
1.Power factor is
over 0.85
335V
2.Power factor
D2
T2 T4
M1 M2
compensator is
Ud added. Power
D3
T5 factor is over 0.9
during half-power
670V
operation.
D4 T6
3.Complex control
strategy
The main circuit of SS4
SS4机车1/4主电路

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 The main circuit of SS4 ：

Three
levels
One level bridge
bridge
ωt

Two levels
bridge Four
levels
bridge

Waveforms of output voltage and input current

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The main circuit of SS4 ：
Voltage regulation process

1.T1, T2, T3, T4, T5, T6 are locked, current freewheeling th

rough D1, D2. α2=180 、 α3=180 、 α1=180º ～ 0º. Ｕ
d=0 ～ 1/4Ud0; where Ｕ d0=0.9×2×670V ＝ 1206V

2.T1, T2 start to be turned on, T5, T6 are locked, T3, T4 are

fully turned on, α1=0º ， α2=180º ～ 0º ， α3=180º. Ｕ d=
1/4Ud0 ～ 1/2Ud0;

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The main circuit of SS4 ：
3. T1-T4 are locked and T5, T6 are turned on after T1, T2,
T3, T4 are fully turned on, the voltage is transferred from th
e upper rectifier to the lower rectifier. Then T1 and T2 start t
o be turned on gradually. α3=0º ， α2=180º ， α1=180º ～
0º, Ｕ d=1/2Ud0 ～ 3/4Ud0;

4. T1, T2, T5, T6 are fully turned on. When T5 and T6 are f
ully turned on, T3 and T4 start to be turned on gradually. α3
=0º ， α2=0º ， α ２ =180º ～ 0º, Ｕ d= ３ /4Ud0 ～ Ud0;

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The main circuit of SS4G and SS4B ：
2(B0-B0) 8×800kW
T6

D1 T1 T3
335V
Lp1

335V

D2
T2 T4
M1 M2
Ud
D3
T5

670V

D4 T6

SS4机车1/4主电路
The main circuit of SS4
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The main circuit of SS4G and SS4B ：
Voltage regulation process

1. Trigger T1, T2, T3, T4 are locked, D1, D2 are used for fr
ee-wheeling. α1=180º ， α2=180º 、 α3=180º ～ 0º,
Ｕ d=0 ～ 1/ ２ Ud0;

2. T5, T6 are fully turned on. Trigger T3, T4 are locked. α3=
0º ， α2=180º, α1=180º ～ 0º, Ｕ d=1/2Ud0 ～ 3/4Ud0

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The main circuit of SS4G and SS4B ：
• 3. T1, T2, T5, T6 are fully turned on. Trigger T3, T4 start to work. α
3=0º ， α1=0º, α2 ＝ 180º ～ 0º. Ｕ d=3/4Ud0 ～ Ud0.

• Reasons for adopting three stepped regulation:

a. When level 2 is transferred to level 3 for the four stepped regulatio

n, the control strategy is more complex and two bridges are easily
turned on at the same time to cause short circuit fault.

b. Compared with three stepped regulation, four stepped regulation

only has high power factor when Ud is lower than 1/2Ud0

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 • Exercise

1.Draw the waveforms of output voltage and input current during three
stepped regulation.

2.Analyze why multi-level bridge has high power factor.

3.Analyze how LC circuit improve the power factor.

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The main circuit of 8K ：
2(B0-B0) 8×800kW
T6
Features:
T11 T13
1. Fully controlled
PC Lp1
bridge with
M1
regenerative braking
T12 T14
2. Motors are
M2
Ud connected in series
T21
D23 3. Step less flux-
25kV
weakening
Lf1
PM
id
T221 D241
T223
Lf2

Rsh
if
T222 D242 T243

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The main circuit of 8K
The main circuit of 8K ：
• Speed regulation process

1. Two-level bridge works, PM bridge is locked, PC bridge

is turned on gradually, Ud=0 ～ 1/2Ud0. When PC bridge
is fully turned on, PM bridge is turned on gradually, Ud=
1/2Ud0~Ud0.

2. After PC and PM are fully turned on, flux-weakening ca

n be achieved to regulate speed by the control of T223
and T243.

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The main circuit of 8K ：
• Semi half control mode of the fully c
ontrolled bridge
T1 D1

Fully controlled bridge has low power f

actor. The power factor can be increas Ud
M1
ed when the bridge works under the Se T2 D2
mi half control mode. There are 2 switc
hes are triggered at zero-crossing, whi Asymmetry
不对称方式

ch is similar to the behave of diode. T1 T2

Ud
M1

D1 D2

Symmetry
对称方式

12/03/2021 56
The main circuit of 8K ：
• Step less flux-weakening

•The disadvantages of stepped flux-weakening: it is Discontinuous; ther

e are electrical and mechanical impact; there are too many electrical eq
uipment and their resistance value varies with temperature.

•Flux-weakening process: when the magnetic field is not full, T223 and
T243 are turned off, field current go through Lf1 and Lf2, RsH diverts par
ts of the field current. In the flux-weakening process, T243 is triggered
at t1 (positive axis), id go through D241, D242 is turned off due to the re
verse voltage. if freewheels through Lf1, Lf2 and RsH, and decreases ac
cording to the exponential decay. The process in negative half wave is t
he same as in positive half wave.

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The main circuit of 8K ：
Magnetic weaken coefficient βis
Weakened magnetic field intensity /
Full magnetic field intensity

β ＝（ π － θ ） / π

Thus, magnetic weaked coefficient can

be regulated by θ. T223 T243
T243
θ θ
The current ripple on Rsh is large, while θ

that of if is lower than 10%.

PM is fully turned on when magnetic
field is weaken, to ensuring the
magnetic field weaken range.

12/03/2021 58
The main circuit of 8K ：

• Exercise

1.What is the function of T222 and D242 in the main circuit of 8K?
Are they necessary in the circuit?

2.How does if flow when T243 is triggered?

3.What is the side effect to the motor if magnetic field is deeply we

akened?

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The main circuit of SS8 ：

• Shaft type ：  B0-B0

• Series motor
• Unequal three level semi
controlled rectifier
• Stepless magnetic field w
eakening circuit
• Stepless voltage regulatio
n
• Feedback resistance brak
ing

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FIVE: main circuit of SS8 type electric loc
omotive (continued 2):

The process of voltage regul

ation:
1 、 The first section of the br
idge:
Winding a2x2 start working.
Gradually open VT5,VT6.
Positive half-cycle:

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FIVE: main circuit of SS8 type electric
locomotive (continued 3):

1 、 The first section of th

e bridge:
Negative half-cycle

Ud=0~1/2Ud0

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 FIVE: main circuit of SS8 type electric
locomotive (continued 4):

2 、 The second sec

tion of the bridge:
When VT5, VT6 are
full open, put into th
e winding a1-b1 seg
ment, and phase shi
ft VT1, VT2.
Positive half-cycle s
hown on the right:

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 FIVE: main circuit of SS8 type electric
locomotive (continued 5):

2 、 The second
section of the bridge:

Negative half-cycle:

Ud=1/2Ud0 ~3/4Ud0

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 FIVE: main circuit of SS8 type electric
locomotive (continued 6):

• 3 、 The third sect

ion of the bridge
• When VT1, VT2
are full open, put i
nto the winding b
1-x1 segment, ph
ase shift VT3, VT
4.
• Positive half-cyc
le:
12/03/2021 65
 FIVE: main circuit of SS8 type electric loco
motive (continued 7):

• 3 、 The third se
ction of the bridge

Ud=3/4Ud0 ~Ud0
Negative half-cycle:

Ud=3/4Ud0 ~Ud0

12/03/2021 66
FIVE: main circuit of SS8 type electric
locomotive (continued 8):

4 、 stepless w
eak magnetic
The deepest w
eakening magn Positive half-cycle:
etic field （ βmin
＝ 43 ％）

12/03/2021 Negative half-cycle: 67

 Six ： the main circuit of SS7E locomotiv
e
• Characteristic ：
1 、 the main drive - compound
excitation traction motor C0-C0
2 、 traction motor power supply -
frame control
3 、 three phase half controlled b
ridge phase control rectifier ； Co
mpound excitation circuit ； Stepl
ess voltage regulation ； Magneti
c field weakening by stepless reg
ulation of separately excited
4 、 feedback resistance brake

12/03/2021 68
Six ： the main cir
cuit of SS7E loco
motive （ continu
ed 1 ）

• Traction winding a1-x1,a3-x3

Voltage ： 675.6V

• Field winding ： a5-x5

Voltage ： 168.9V

12/03/2021 69
Six ： the main circuit of SS7E locom
otive （ continued 2 ）
• The process of pressure adjustment
1 、 Firstly, open half control bridge U12,and V9, V10 altern
ating conduction, V1V2 continuous flow ， Ud=0~1/2Ud0;
2 、 When U12 full open, V3V4 gradually open ，
Ud=1/2Ud0~3/4Ud0;
3 、 When V3V4 full open ， V5V6 gradually open ， Ud=3/
4Ud0~Ud0 。

12/03/2021 70
 Six ： the main circuit of SS7E locomo
tive （ continued 3 ）
• separately excited half controlled bridge U13
• 1 、 When the locomotive starts, ， close the contactor
KM7 firstly.
• Adjust V13 、 V14 to output a pre excitation current If0=3
2A.
• Then close the KM1~KM3, to avoid a larger impact curren
t while the locomotive starts. Then the If follows the armat
ure current linearly. 。

If ＝ 32A ， IA≤143A

If ＝ 0.2234IA ， 143A ＜
12/03/2021 IA≤1320A 71
Six ： the main circuit of SS7E locomotive
（ continued 4 ）
• separately excited half controlled bridge U13
• 2 、 Stepless weak magnetic
 When the rectifier voltage reaches the maximum value
, if it continues to speed up ， it enters the constant pow
er stepless weak magnetic field ， that is, to maintain U=
1030V,IA=830A.
 By controlling V13,V14 of U13 ， If gradually decreas
ed from 210A to 48A, weakening the magnetic field 。

Magnetic field weakening factor β is between 95.4%~41.9

%.

12/03/2021 72
 Seven 、 The main circuit of the loco
motive SS9
• Shaft type C0-C0
• Series excitation traction m
otor control
• Three section unequal half
control bridge stepless volt
age regulation,
• Shunt thyristor stepless we
ak magnetic
• Feedback resistance brake

12/03/2021 73
Seven 、 The main circuit of the loco
motive SS9(continued 1)
• a1x1,a2x2 ， the voltage is 686.8V
• The voltage regulation and weak magnetic control are
the same as SS8.

12/03/2021 74
2nd section: Locomotive traction load

• Locomotive traction load circuit ： raction motor circuit for

electric locomotive traction.
• The factors that affect the traction or braking force:
① Electrical characteristics of traction motor
② Mechanical suspension mode 、 motor excitation mode
③ Motor speed control mode
④ Connection fraction between motors
⑤ Structure of mechanical running part

12/03/2021 75
(1) 、 Traction p
erformance of t
he step speed r
egulation and st
epless speed re
gulation locomo
tive

12/03/2021 76
(1) 、 Traction performance of the step speed regulation a
nd stepless speed regulation locomotive （ continued
1）
• Traction restriction ：
① Maximum speed limit-Locomotiv
e structure speed ；
② Motor safe commutation limit －
ＶＩ is constant, otherwise ring fi
re or spark ；
③ Adhesion limit － When the tra
ction force is greater than the m
aximum value ,the motor idle;
④ Maximum motor current limit －
When the motor current is great
er than the rated value , the mot
or heats ；

12/03/2021 77
1) 、 Traction performance of the step speed regulation an
d stepless speed regulation locomotive （ continued 1 ）

• Speed regulation proce

ss ：
① There is impact of the c
urrent and the tractive f
orce when Interstage v
aries ；
② The locomotive can run
at any voltage level, ac
cording to the inherent
characteristics of the m
otor ；

12/03/2021 78
1) 、 Traction performance of the step speed regulation
and stepless speed regulation locomotive （ continued
3）

２、 Stepless speed regulation

It can run on any curve ，
Stepless speed control include ：
① Constant current control （６Ｇ
locomotive ）
② Constant voltage and constant cu
rrent control （ SS4 ）
③ Characteristic control （ 8K 、 S
S4G……… ）

12/03/2021 79
1) 、 Traction performance of the step speed regulation an
d stepless speed regulation locomotive （ continued 4 ）

• The advantages of characteri

stic control ：
① Constant current starting;
Smooth fast;
② Constant speed operation ;
③ Easy operation;
good adhesion.

Now widely used in locomotive

。

12/03/2021 80
 (2) Connection of traction motor
• Connection between the tr
action motors
① The first is centralized po
wer supply, traction motor
parallel operation SS1 、
SS3 ；
② The second is a part of th Bogie 1 Bogie 2
e centralized power suppl
y, the same bogie traction
motor parallel operation
， 6G 、 SS4 、 SS7 、 S
S8 、 SS9 etc. Bogie 1 Bogie 2

12/03/2021 81
(2) Connection of traction motor

③ Part of the centralized p

ower supply, traction mo
tor with the same bogie
run in series ， 8K ；
④ Part of the centralized p bogie1 bogie2
ower supply, traction mo
tors with different bogie
run in parallel ， 6K ；

bogie1 bogie2 bogie3

12/03/2021 82
 Homework
Compared with the performance of the motor in series an
d parallel ， use electrical and mathematical knowledge
to prove that when the motor is connected in series, the t
raction force caused by the diameter of the wheel and th
e characteristics of the motor is smaller than that in parall
el.

12/03/2021 83
 (3) Slip and slide of the motor

１、 Generation of traction force

M
M’

o Fi

Fi ’ fi’
o’
Gi

12/03/2021 84
(3) Slip and slide of the motor(continued 1)

• 2 、 Adhesion
① o’ remains relatively static.
There is no relative sliding between wheel and rail .
Under the action of force Ｆ i’ ， The wheel rolling around
o‘.
At the contact of wheel and rail, due to the positive pressur
e, the emergence of the wheel rail contact, remain relativel
y static and relative activities of the phenomenon known as
"adhesion".
②Static friction under adhesive state (fi) also called adhesio
n force 。

12/03/2021 85
(3) Slip and slide of the motor(continued 2)

③ The adhesion between wheel and rail is very similar to

that of static friction. When the tangential force Fi prod
uced by the driving torque M increases, the adhesion f
orce fi increases, and keeps the same as Fi. When the
tangential force increases to a certain value, the stickin
g force reaches the maximum value. If the tangential fo
rce continues to increase, the adhesion decreased rapi
dly, resulting in idle.
④ fi maximum :
fimax=μGi ， μ is adhesion coefficient

12/03/2021 86
 (3) Slip and slide of the motor(continued 3)

３、 Adhesion utilization
　 When locomotive motor M/R is close to the maximum ad
hesion μ Ｇ i, the traction force is fully utilized. If M/R is
more than μ Ｇ i, the motor will occur idle, while it is less
than μ Ｇ i, the traction force cannot be full used of.
４、 Axle load compensation
　 In fact, Ｇ i of each wheel Gi is not the same.
Axial control can make full use of adhesion 。 Axle load c
ompensation control in the frame can also make full use
of adhesion.

12/03/2021 87
 (3) Slip and slide of the motor(continued 4)

12/03/2021 88
(3) Slip and slide of the motor(continued 5)

• Axle load compensation

① When the utility model is controlled by the first bogie,
the second turns to the overhead transmission ；
② When the steering bogie is controlled by the second
bogie, the first bogie is not fully utilized ；
③ When the first bogie and the second bogie are separ
ately controlled, and the traction force of the first bog
ie is larger than that of the second bogie, the utility m
odel can make the adhesion utilization more fully.

12/03/2021 89
 (3) Slip and slide of the motor(continued 6)

　 Axis control method can make the best use of adhe

sion, but because of the complex coefficient of adhes
ion coefficient, it is difficult to get. It is one of the key
technologies that how to make the best use of adhes
ion.

12/03/2021 90
(3) Slip and slide of the motor(continued 7)

 ５、 Idling process
Idle -——
When the locomotive is in traction, th
e traction force is greater than the ad
hesion between wheel and rail. The r
elative sliding occurs between wheel
and rail 。
Sliding——
When the locomotive is in break, the
braking force is greater than the adhe
sion between wheel and rail. The rela
tive sliding occurs between wheel an
d rail 。

12/03/2021 91
(3) Slip and slide of the motor(continued 8)

６、 The relationship between the characteristics and idli

ng
① Hard characteristics: small changes in speed and trac
tion （ dn/dF is small ）；
② Soft characteristics: the characteristics of large variati
on of speed and traction （ dn/dF is great ）；
③ The characteristics are harder, the anti slip ability is st
ronger. They can be used to determine whether it is e
asy to idle or not.

12/03/2021 92
 Three 、 Motor idling and glide
• Motor series feature is easier idling than and parallel fea
ture;
• Universal Motor is milder than shunt character ,it’s easy
to idling.
Homework
１、 Analysis why the motor series feature mild compare t
he parallel feature;universual mator is milder than shunt
character?
２、 Draw the motor constant voltage control, constant cur
rent control and constant speed control features, and ho
w easy it is to order to compare the idling. Points out the
sequence of prone to idling.
12/03/2021 93
 four 、 traction motor exciting mode
• Universal Motor ： Big starting torque, constant work
performance is good, have characteristics of horses a
nd cattle, but the anti-slip performance is poor.
• shunt-excited machine: the anti-slip performance is g
ood, other is bad, so we don’t use in actual.
• Compound machine; the anti-slip performance is goo
d , but the speed is slow when the idle occurred, so w
e need the sensitive anti-slip detecting system.

6
universal
4

2 separately excited

0
0.4 0.8 1.2 1.6

12/03/2021 t/s 94
 Fourth quarter electric braking of loco
motive
 One 、 the theory of electric braking
braking

mechanical electric
braking braking
• Two 、 braking classify
resistance regenerative
braking braking

energy consum Add feed

ption

12/03/2021 95
 Three 、 resistance braking

One 、 The advantage of the resistance braking

① To improve the operational security, when the train has high speed,
the train has the big braking force.
② To decrease the abrasion between the brake-shoe and rim,100t/km/
year;
③ To improve the running speed of the train : Downhill speed can be i
ncreased by 8%;
④ energy conservation ： we can take the advantage of the potential
energy when the train is downhill.
⑤ Easy to implementation automatic control ： we can use electroni
c control system implementation control the constant current; const
ant speed ; constant achievement and adhere restriction.

12/03/2021 96
 Two 、 disadvantage(1)
The braking force linear decline when the speed is slow, so
the train stop slowly.
Measures ：
① Resistance classification ： the resistance is large whe
n the trains have high speed; Contrary to reduce resist
ance and improve the braking force;
② Use the add feed resistance braking ： To improve the
braking force current when the trains have slow speed,
sequentially improving the braking force.
③ Coordinate with mechanical braking: high speed ， tak
e electric braking as the principal thing ， when the trai
ns have slow speed, through cooedinate with mechanic
al braking,the braking force is guaranteed

12/03/2021 97
• Three 、 the range of resistance braking
(2) if Iz

The basic equation of braking

M2

Uz
energy consumption
Cm is motor torque constant,Ce is resistance braking

electricity potential constant if Iz

We can know the torque expression:

Uz
M2

+ Ud -

add feed resistance braking

12/03/2021 98
 Three 、 resistance braking （３）

• To convert braking torque and rotational speed to the bra

king force and speed
2 m 60 Dk
B  M z (kN ) v   n(km / h)
  Dk  10 3

Among ：
m is the number of the motor, μ is the gear ratio.
η is the product of electric efficiency and the gear
transmission efficiency.
Dk is locomotive driving wheel diameter.

12/03/2021 99
 Three 、 resistance braking （ 4 ）

Or

12/03/2021 100
 Three 、 resistance braking （ 5 ）
• The range of braking
• Braking have five conditions, sa 2 3 4
1
fe operation area is constituted
by five limit curves. B
A
• OA: Most exciting current limit （braking B
force）
AB:Adhesion limit curve C
BC:Maximum braking current li
mit D
CD:traction motor security rever E
sing limit
o V(Speed)
DE:locomotive construction spe
ed limit.

12/03/2021 101
 Three 、 resistance braking （ 6 ）
• Classification of braking effe Add feed braking effect
ct 　　 Rz=0.6Ω
Iz=840A
• Low speed, Rz from 1.000 B
Aÿ
5Ω to 0.6Ω, Constant magn A
etic flux control, braking forc G F
e increase.
• 4 、 add feed braking effe
Rz=1.0005Ω
ct 　 in low speed ， thro Iz=840A
ugh add feed braking const
ant braking force make the o
V
train stop.

12/03/2021 102
 Three 、 resistance braking （ 7 ）
• The resistance braking main circuit
Iz1 Iz2 Iz6
Iz

M1 Rz1 M2 Rz1 M6 Rz6

Uz

Uz
Uz

Lf1 Lf2 Lf6

SS1 locomotive has six motors and share one converter

12/03/2021 103
 Three 、 resistance braking （ 8 ）

SS9 Electric braking circuit simplified schematic diagram

12/03/2021 104
 Three 、 resistance braking （ 9 ）

SS9 electric braking characteristic curve B=f(v)

12/03/2021 105
 Four 、 regenerative brake
１、 The advantage of regenerative brake
energy conservation 10-15% ；
A wide range of braking, anti-skid performance is good
２、 The advantage of regenerative brake
low power factor ， only 0.5;
More harmonic components ， large electric network pollution ；
control system complex ；
Adopts full bridge to control, need the high reliability requirements
； it’s easy to failure when lost the trigger pulse.

12/03/2021 106
 Four 、 regenerative brake(1)
３、 The theory of regenerative brake
The condition of regenerative brake id
① fully controlled bridge ； -
T2 L
② α>90º;
③ exciting current reverse a1 x1

ud
if
M2

E
T3 +

Rst
Among:
Ｕ m is a1x1 winding voltage peak,
Ｅ is potential ， Σ Ｒ is sum of the loop
resistance, stabilization resistance Rst 。

12/03/2021 107
 Four 、 regenerative brake(2)

• Ｒ st- stabilization resistance

id
the loop resistance is small, Ud s
-
mall change can cause Id large ch T2 L
ange, so it’s very hard to control,
Rst can decrease the sensibility, w a1 x1

ud
hen it’s too large will influence the if
braking energy. M2

E
　 T3 +
　　８Ｋ ,Rst=0.45Ω consum Rst
e one third braking power

12/03/2021 108
 Four 、 regenerative brake(3)
• ４、 Regenerative braking h
ave three processes:
• BC paragraph: Adjust the ex
citation current If
　　　 In order to improve the p
ower factor to maintain Ud is
the largest in high speed, thr
ough exciting current adjust b
raking force, speed decrease
s, the exciting current gradual
ly increased to the maximum.
braking power and safety rev
ersing will limit the high spee
d control.
12/03/2021 109
　
 Four 、 regenerative brake(4)
② AB paragraph ： adjust con
travariant output voltage
ud
Keep the field current is
the largest, Ifmax, contr
ol α ， adjust Ud ， main
tain constant braking for
ce
AD paragraph ： add feed resi
stance braking 　　
At A point, the speed is very
low, Ｅ small ， α ＝ 90º, Ｕ
d=0 。 If no add feed resist
ance braking ， but ＯＡ de
cline ， it’s energy consum
ption resistance braking,α<
90º, 　Ｕ d>0 ， constant b
raking force to stop.
12/03/2021 110
 Four 、 regenerative brake(5)
５ . Improve the power factor
Use asymmetry trigger; 2(B0-B0) 8×800kW
T6
1. Use multistage bridge series;
T11 T13
2. Add power factor compensation PC
Lp1

６ . Regenerative brake main circuit Ud

M1

　　　
M2
when ８ K locomotive braking, half co T12 T14
Rst

ntrol bridge commutation control of rec 25kV

tifier exciting current T21
Lf1
D23
Homework ：
1. Analysis system of constant power, PM
Lf2
Add feed braking resistance proce
ss, write power grid consumed po T221 D241 Rsh

wer expression
2. Analysis why regenerative brake dis
symmetry can improve the power f
actor.
12/03/2021 111
 Five 　 Main circuit protection

• Question
1. What type is the main circuit protection? Short
circuit, overload, grounding and over-voltage prot
ection
２ why we need the main circuit protection?
　　 when the main circuit electrical equipment h
ave the Short circuit, overload, grounding and
over-voltage protection fault, It can’t happen d
amage or reduce the damage.

12/03/2021 112
 Five 　 Main circuit protection(1)

12/03/2021 113
One, the main circuit short-circuit protection
1. Power grid side circuit short-circuit protection
Definition: Power grid side winding AX grounding;
 Feature: short circuit impedance small, short-circuit current ve
ry big, growing fast.
 Detection: grid-side winding of grid-side current transformer;
 Action ： when the current exceed 400A, mutual inductor sec
ondary current exceed 10 A, current relay 8 action ， connect
main breaker 4 opening solenoid, main circuit breaker disconn
ect.
 power substation action: when the short-circuit current large,
main circuit breaker will hopscotch, when the roof generatrix,
bottle short-circuit, main circuit breaker 4 keep work, traction s
ubstation protection.

12/03/2021 114
 One, the main circuit short-circuit protection(1)

２ . Secondary side Winding short circuit

Definition: Main transformer secondary side Winding short circ
uit and external wiring short circuit.
Detection: The side winding of Grid-side current transformer 7
Action: When the current exceeds 400 A main circuit breaker
action.
Turn ratio too large of the first, secondary winding, secondary
side short-circuit current is very high, but current on line side c
annot reach 400 A setting valve, main circuit breaker can’t trip
ping operation.

12/03/2021 115
 One, the main circuit short-circuit prote
ction(2)
3. Silicon rectifier breakdown short circuit
Definition: short circuit by rectifying element breakdown.
Detection: The side winding of grid-side current transformer 7;
Action: When the primary side current is more than 400A main
circuit breaker action.
Transition silicon unit diode breakdown use high-speed fuse pr
otection,
４ . Traction motor flashover
Definition: traction motor commutator fault lead to flashover sh
ort-circuit.
Detection: The overcurrent relay of armature circuit 57—62 act
ion ；
Action: The main circuit breaker breaking.
12/03/2021 116
 Two. main circuit overload protection
• Question ： What is the different of overload and
short-circuit?
• Definition: Traction or braking, Traction motor circuit is ov
er the maximum
• Detection ： the current is over 780A at traction, traction
overcurrent relay action, the motor current is over 460A,
• Action: the current is over 780A at traction, traction overc
urrent relay action 57-62 action, the motor current is over
460A at braking, braking overcurrent relay 79,80 action,
contactor 84 open 。

12/03/2021 117
 TWO. Main circuit ground protection
（ self-study ）
Question 1: Why we use the main circuit ground protect
ion
Question 2: How to choose the access point of the gro
unding relay?
　 choose the negative electrode of rectifying circuit
Question 3: Why need series DC110v storage battery?
　 eliminate dead zone, guarantee everywhere groun
d can action

12/03/2021 118
 Two. Main circuit Over Voltage Prote
ction
1. The types of overvoltage
Atmosphere overvoltage: From atmospheric lightning ov
ervoltage, can reach millions of volts, or directly into the roo
f by catenary. (external overvoltage)
Switching overvoltage: silicon element reversing or switch
deciliter cause, voltage amplitude is lower than atmosphere
overvoltage.(internal overvoltage)
2. Overvoltage absorb
Network side discharging gap
Function: 110mm discharging gap, when the lightning strok
e happen, discharging gap is breakdown, the atmosph
eric overvoltage limit under 90 kv;
Question: After the discharging gap action,why power subst
ation tripping operation?
12/03/2021 119
。
 Two. Main circuit Over Voltage Protection

Secondary side RC network

Funcition: Ｒ 1C1-R4C4 will absorb the overvoltage of the
discharging gap, secondary side maximum voltage is li
mited at 4.5KV.
Rectifier reversing RC absorb
Function ： absorb rectifying element and reversing overvol
tage, R can use voltage-sharing and release capacitor
voltage.
Question ： How the reversing overvoltage generate?
Discuss the theory overvoltage absorb of other power elect
ronic device,
① Ｃ
② ＲＣ
③ ＲＣＤ。
12/03/2021 120
 Chapter three The power factor of the DC type electric
locomotive
§3-1 Summarize
1 、 DC-electric locomotive circuit configuration
single phase alternating current
diode rectification ： SS1

Single phase Uncontrol rectification ：

rectifying circuit
Half-control rectification
bridge
rectifier
whole –control rectification

12/03/2021 121
§3-1 Summarize

2. The advantages of phased rectifier voltage regulator ：

(1)It can make the motor implementation infinitely variable contr
ol. decrease the current impact, when the locomotive start ca
n take advantage of the wheeltrack adhesive force, improve t
he start tractive effort 8 ％ ~10 ％ , we can get the tractive eff
ort and speed when the train is running ；
(2) Stepless voltage regulation has speedability ， to the benef
it of the locomotive inertia, especially in mountainous area
， Under the condition of variable ramp, because the steple
ss voltage can save electric energy 2 ％ ~3 ％ .
(3) Using phase voltage regulation, reversibility the contact type
pressure regulating switch. We don’t need to cut the main cir
cuit and current-limiting element at pressure regulating,

12/03/2021 122
 §3-1 Summarize

3. The disadvantage of phase control pressure regula

ting ：
DC-rectification locomotive one of the biggest dr
awback is the low power factor and high harmonic
component.

1. Low power factor, low use ratio of system, cause r

eactive loss. Power grid voltage drop is proportiona
l to the size of the reactive power load.
2.Harmonic current cause interference to communicat
ion, cause the relay protection misoperation 。

12/03/2021 123
 §3-1 Summarize
4. The definition of power factor
Assumptions: network voltage distortionless to sine
wave.
Power factor ：
active power P U1I 1 cos 1 I 1 cos 1
PF       cos 1
apparent power S U 1I I
Notice: this power factor is not overall power factor,
it’s different of the power factor in sine wave. Only
the fundamental current frequency equal to input
network voltage frequency, maybe can produce th
e active power.

12/03/2021 124
§3-1 Summarize
active power P U1I 1 cos 1 I 1 cos 1
PF       cos 1
apparent power S U 1I I

I 1 — —Input current fundamental wave rams

I — —Input current valid values
1 — —Phase difference of the current and voltage
I1
 — —Current wave distortion factor 
I

12/03/2021 125
§3-1 summary
• Harmonic I 2  I12 1 2

coefficient HF  
I1 
• phase shift
coefficient DF  cos 1

Phase coefficient between fundamental voltage an

d fundamental current

It can be seen that the harmonic and power factor

can be described by PF, DF and HF

12/03/2021 126
§3-2 Power factor of rectifier circuit

§3-2-1 Power factor of uncontrolled rectifier circuit

u
id

i wt
u

wt
Hypothesis: l= ∞, rectifying current
straight, without considering the
commutation angle, the current is i1
square wave.

12/03/2021 127
§3-2-1 Power factor of uncontrolled rectifier circuit
• According to the hypothesis, the square wave
current passing through the primary winding o
f the transformer is the same as the grid vol
tage DF  cos 1  1
phase shift coefficient
I1
Current distortion coefficient    0. 9
I
Power factor PF  cos1  0.9
1  2
Harmonic coefficient HF   0.484

It can be seen that the power factor is higher than 0.9
12/03/2021 128
§3-2-1 Power factor of uncontrolled rectifier circuit
• In the actual situation, it is necessary to consider the commut
ation overlap angle gamma (that is, the turn-on and turn off o
f the rectifier element has a time course, which can not be co
mpleted in a short time, and the current in the pipe has a risi
ng / falling process)
• Therefore, the AC current to lag AC voltage, similar to the ph
ase shift coefficient
2
DF  cos 1  cos 
3
The commutation overlap angle depends on the voltage level, t
he leakage reactance of the transformer and the load curren
t. The larger the load current is, the lower the voltage polarity
is, the larger the commutation overlap angle is, the smaller th
e phase shift coefficient is, and the lower the corresponding p
ower factor, but not the proportional relation 。
12/03/2021 129
§3-2-2 Power factor of fully controlled rectifier circu

id
u

T1 T2 +
wt
i α
u Ud φ

T3 T4 -
i
Id
i1
wt

Hypothesis: L= ∞, rectifying current

straight, without considering the
commutation angle, the current I square ud
wave.
The current and the voltage are different,
wt
and the current hysteresis voltage is an
angle
12/03/2021 130
 §3-2-2 Power factor of fully controlled rectifier
circuit
• it is the maximum value of the average output v
oltage of the rectifier circuit.
1  
Ud   2U sin td t
 

2 2
 U cos 

 U d 0 cos 

Ud0 is the average value of the rectified voltage of

=0, and it is the maximum value of the average
output voltage of the rectifier circuit.

12/03/2021 131
 §3-2-2 Power factor of fully controlled rectifier
circuit

• The input current is decomposed by Fourier transform ：


i  I 0    an cos nt  bn sin nt 
n 1

Since the input current is positive and negative half

wave symmetry, the DC component is zero.

I0  0

12/03/2021 132
§3-2-2 Power factor of fully controlled rectifier
circuit
i
Id
i1
α π+α 2π+α wt

1 2 
i  t  cos ntdt
 
an 

1   1 2 
  I d cos ntd t     I d  cos ntdt
    
2I
 d  sin n      sin n 
n


0  n  2k 
  4I d
 sin n  n  2k  1
 n

12/03/2021 133
§3-2-2 Power factor of fully controlled rectifier
circuit

In the same way ：

1 2 
bn   i  t  sin ntd t
 

1   1 2 
  I d sin ntd t     I d  sin ntdt
    

2I
 d  cos n  cos n     
n
 0  n  2k 
  4I d
cos n  n  2k  1
 n
From this fact we may deduce that the input current
only odd harmonics, not even harmonics.

12/03/2021 134
§3-2-2 Power factor of fully controlled rectifier circuit

• Based on the above derivation ， we can get

：

Phase shift angle of N harmonic

an
n  arctan  n
bn
It is shown that the fundamental current lags behind
the supply voltage and the phase angle of the
fundamental current is equal to the control angle.
12/03/2021 135
§3-2-2 Power factor of fully controlled rectifier
circuit

• Parameters of fully controlled rectifier circuit :

phase shift coefficien t：DF  cos1  cos 

I 2  I12
harmonic constant ：HF   0.4843
I1
I1
current waveform deformatio n coefficien t：   0.9
I
Ud
power factor ：PF    DF  0.9cos  0.9 
Ud0

12/03/2021 136
§3-2-2 Power factor of fully controlled rectifier
circuit
• Conclusion:
• 1 、 The power factor
of the full bridge is prop
PF ortional to the average
value of the output volt
age.
2 、 At full voltage, the p
ower factor is 0.9, the g
reater the control angl
Ud/Ud0
e, the lower the output
voltage, the lower the p
ower factor 。
12/03/2021 137
§3-2-3 Power factor of half controlled rectifier circuit
u
id

wt

i
u

i
Id

wt

Hypothesis: L= ∞, rectifying i1
current straight, without ud
considering the commutation
angle, the current I square
wave wt

12/03/2021 138
 §3-2-3 Power factor of half controlled rectifier circuit

• it is the maximum value of the average output volta

ge of the rectifier circuit.
1 
U d   2U sin td t
 
2 2 1  cos 
 U
 2
1  cos 
 Ud0
2
Ud0 is the average value of the rectified voltage of =0,
and it is the maximum value of the average output
voltage of the rectifier circuit.

12/03/2021 139
 §3-2-3 Power factor of half controlled rectifier circuit

• The input current can be decomposed by Fourier tran

sform.


i  I 0    an cos nt  bn sin nt 
n 1

Because the input current is positive and negative half

wave symmetry, the DC component is zero
I0  0

12/03/2021 140
§3-2-3 Power factor of half controlled rectifier circuit
i
Id

wt

2 
an   I d cos ntd t
 
2I
  d sin n
n


0  n  2k 
  2I d
 sin n  n  2k  1
 n

12/03/2021 141
§3-2-3 Power factor of half controlled rectifier circuit

In the same way ：

2 
bn   I d sin ntd t
 
2I d
 1  cos n 
n


0  n  2k 
  2I d
 n
1  cos n   n  2k  1

12/03/2021 142
§3-2-3 Power factor of half controlled rectifier circuit

n 
n   DF  cos 1  cos
2 2
2 2I d n     
In  cos HF  1
n 2 41  cos  
1  2  2 1  cos  
I
 
I d dt  I d 1 
 PF 

 1


12/03/2021 143
Conclusion: • the uncontrolled rectifier has a hig
her power factor and a constant o
f 0.9
• The full control of the bridge powe
PF 半控桥 r factor is proportional to the Ud/U
不控桥
d0, which is proportional to the C
OSA 。 When the control angle a
is quite small, the power factor is
higher, the opposite, the control a
全控桥
ngle a is bigger, the power factor i
s relatively small.
Ud/Ud0• Compared with the uncontrolled r
ectifier circuit and the fully controll
ed rectifier circuit, it is found that t
he half controlled bridge is betwe
en uncontrolled and full control, a
12/03/2021
nd its power factor is higher than144
t
hat of the full bridge
§3-3 Multi-bridge sequence control
§3-3-1 Two stage half controlled bridge
a1 Circuit structure:
A
The secondary winding of
i the transformer is divided
ud into two equal voltage,
a1x1 and a2x2
x1 Each winding is connected
to a half controlled bridge,
a2 RM1, RM2 ；
Half controlled bridge in
i series
ud2

X
x2
12/03/2021 145
§3-3 Multi-bridge sequence control
working process ：
1 、 The working process of the two section
a1
of the bridge is analyzed , the first bridge RM1
A is on (control angle α1 of T1, T2 is α), the
second stage bridge RM2 is off(control angle
ud1 α1 of T3, T4 is π)
x1 ua1x1
a2
wt
u d2
X x2 ia1x1 Id

wt

ud1

wt

12/03/2021 146
§3-3 Multi-bridge sequence control
working process ：
2 、 the first bridge RM1 full open (control angle α1 of T1, T2 is 0),
the second bridge of the RM2 work (control angle α1 of T3, T4 is α).

ua1x1
ua2x2
wt

ud1 i a1x1
Id
wt wt
ud2 ia2x2
Id
wt wt

ud1+ud2 i AX
wt wt
Id/2k
Id/k

12/03/2021 147
 §3-3 Multi-bridge sequence control
• Performance parameters of each regulatory region can be deri
ved from the sections of the regulatory region of waveform

first regulating area ：0  1   2  

average value of the output current
U d  U d1  U d 2 Ua1x1 ---- The rated output
voltage of the first
1 

  1
2U a1x1 sin tdt  0 transformer winding
U2 ---- Rated value of rated
1  2 output voltage of auxiliary

  1 2
U 2 sin tdt winding
Ud0 ---- The maximum value
2
 U 2 1  cos 1  of the output voltage when
2 RM1 、 RM2 is full open
1
 U d 0 1  cos 1  Ud0 
2 2
U2
4 
12/03/2021 148
§3-3 Multi-bridge sequence control

Id 1
effective value of input I 1
2 
current
2I d n1
harmonic current ： In  cos
n 2
n1
Phase shift angle：n  
2
I 2 1  cos 1 
power factor ：PF  1 cos 1 
 1  1 
I

1
Phase shift coefficien t：DF  cos1  cos
2
I2     1 
Harmonic coefficien t：HF  1  1
I1
2
41  cos 1 

12/03/2021 149
§3-3 Multi-bridge sequence control

second regulating area ： 1  0 0  2  

average value of the output current
U d  U d1  U d 2
1 
   2U a1x1 sin tdt   2U a 2 x 2 sin tdt 


 0 2 
1 2  
U 2   sin tdt   sin tdt 

 
 2  0 2 
2
 U 2  3  cos  2 
2
1
 U d 0  3  cos  2 
4

12/03/2021 150
§3-3 Multi-bridge sequence control

3 2
effective value of input I  Id 1
current 4
Id
harmonic current ：In  5  3 cos n 2
n
sin n 2
Phase shift angle：n   arctan
3  cos n 2
I1 3  cos  2
power factor ：PF  cos 1 
 2  3 2 2
I

3  cos  2
Harmonic coefficien t：DF  cos1 
10  6 cos  2
 3 
2     2 
I  4 
Harmonic coefficien t：HF  1 
12/03/2021
I1
2
5  3 cos  2 151
§3-3 Multi-bridge sequence control
According to the formula, we can describe the stipple relation curves of
two half controlled bridge power factor and output voltage.

The results show that the power

factor of the two section bridge
is significantly higher than that
of the bridge. At Ud/Ud0=0.5,
the power factor of the two
section bridge is 0.9.

12/03/2021 152
§3-3-2 four stage half controlled bridge

A
a1 circuit structure ：
1/4
o
ud
1 、 the four stage half
1/4 controlled bridge is composed
x1 of three sections of the half
a2
controlled bridge
2 、 the voltage distribution
1/2
ud2
of the three windings is a1o
and ox1, each of which is a 1/4
X
x2 rating; a2x2 is the rated value
of 1/2.

12/03/2021 153
§3-3-2 four stage half controlled bridge
Control sequence:
1 、 The first section is controlled by
a1 T1, T2 and D1, D2 composed of a half
A
1/4 controlled bridge, and T3~T6 are
o closed, only the a1o section of the
ud
winding current flow. When T1 and T2
1/4
are fully open, the output voltage is 1/4
x1

a2
2 、 The second section is controlled
by the T3, T4 and D1, D2 composed of
1/2
ud2 a half controlled bridge, maintaining
T1, T2 full open, control T3, T4, and
X T4, T5 latch, a1x1 segment winding
x2
current flow. When T3 and T4 are fully
open, the output voltage is 1/2.

12/03/2021 154
§3-3-2 four stage half controlled bridge

3 、 The third section is controlled by

A
a1 the T1, T2 and D1, D2 composed of a
1/4
half controlled bridge, maintaining T5,
o T6 full open, T3, T4 latch, a1o, a2x2
ud winding current flow. When T1 and T2
1/4
are fully open, the output voltage is 3/4.
x1

a2
4 、 The fourth section is controlled by
T3, T4 and D1, D2 composed of a half
1/2
ud2 controlled bridge, maintaining T1, T2, T5,
T6 full open, a1x1, a2x2 winding current
X flow. When T1, T2 full open, the output
x2
voltage is the rated value.

12/03/2021 155
§3-3-2 four stage half controlled bridge

• Question: according to the working proc

ess of four half controlled bridge, draw t
he voltage and current waveforms of ea
ch section, and analyze the performanc
e parameters of each stage. The four s
ection points and trace the bridge outpu
t voltage ratio curve of Ud/Ud0 and PF
power factor.

12/03/2021 156
conclusion ：
• In the case of the same outpu
t voltage ratio, the more contr
ol section, the higher the pow
er factor.
• The negative impact of high c
otrol section is the main circui
t section complex,the more nu
mber of components, control i
s more complex.
• The four section half controll
ed bridge has a good power f
actor, and the economic signif
icance of more than four seg
ments is not significant.
12/03/2021 157