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Permanent Magnet Synchronous Motor with Different Rotor Structures for Traction Motor in High Speed Trains

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Permanent Magnet Synchronous Motor with Different Rotor Structures for Traction Motor in High Speed Trains energies Article Permanent Magnet Synchronous Motor with Different Rotor Structures for Traction Motor in High Speed Trains Marcel Torrent 1,*, José Ignacio Perat 1 and José Antonio Jiménez 2 1 Department of Electrical Engineering (DEE), Universitat Politècnica de Catalunya UPC BARCELONATECH, EPSEVG, Víctor Balaguer 1, 08800 Vilanova i la Geltrú, Barcelona, Spain; [email protected] 2 Faculty of Civil Engineering, Universitat Politècnica de Catalunya UPC EPSEVG, Víctor Balaguer 1, 08800 Vilanova i la Geltrú, Barcelona, Spain; [email protected] * Correspondence: [email protected] Received: 15 May 2018; Accepted: 11 June 2018; Published: 13 June 2018 Abstract: In this work we proposed to study the use of permanent magnet synchronous motors (PMSM) for railway traction in the high-speed trains (HST) of Renfe Operadora (the Spanish national railway operator). Currently, induction motors (IM) are used in AVE classes 102–112 trains, so, the IM used as a traction motor in these trains has been studied and characterized by comparing the results with data provided by Renfe. A PMSM of equivalent power to the IM has been dimensioned, and different electromagnetic structures of the PMSM rotor have been evaluated. The simulation by the finite element method and analysis of the equivalent electrical circuit used in all the motors have been studied to evaluate the performance of the motors in this application. Efficiency is calculated at different operating points due to its impact on the energy consumption of railway traction. The implementation of the PMSM evaluated is recommended, mainly due to the improvements achieved in efficiency as compared with the IM currently used. Keywords: permanent magnet motors; induction motors; road vehicles; energy efficiency; traction motors 1. Introduction The use of electrical drives in electric traction for high-speed trains has evolved from DC drives to AC drives [1,2]. One of the main reasons AC drives are used is due to the evolution of power electronics applied to these drives, for example, the functional improvement of inverters and the use of vector control techniques. In addition, it is worth highlighting the lower maintenance requirements and greater reliability, as well as the high efficiency and power density offered by AC drives [3]. Among AC drives, IM was mainly used initially, but the trend in recent years has been to use PMSM, initially with excitation using coils and later with excitation using permanent magnets [4]. Examples of this evolution are the TGV trains in France, where DC drives have been used in the TGV Paris–South East (year 1981, with motors of 535 kW and power density 2.9 kg/kW), AC drives with synchronous motor of rotor wound in the TGV Atlantique (year 1989, with motors of 1130 kW and power density 1.35 kg/kW), AC drives with asynchronous motor in the Eurostar (year 1994, with motors of 1020 kW and power density 1.23 kg/kW), and AC drives with permanent magnet synchronous motor in the AGV (year 2004, with motors of 760 kW and power density 1 kg/kW). The current trend seems to indicate that in the coming years drives with PMSM will be used in the HST preferentially [5,6]. A new trend, still in the experimental phase, points to the possibility of using linear synchronous motors with permanent magnets, also incorporating superconducting materials [7]. Energies 2018, 11, 1549; doi:10.3390/en11061549 www.mdpi.com/journal/energies Energies 2018, 11, 1549 2 of 17 InEnergies the 2018 beginning, 11, x FOR PEER of the REVIEW Spanish High Speed, Renfe used salient pole synchronous2 of motors. 17 However, the trains are currently being fitted with induction traction motors. Recently, HST have been using linear synchronous motors with permanent magnets, also incorporating superconducting fitted with permanent magnet synchronous motors, just like French and Italian AGV trains. materials [7]. The PMSMsIn the beginning give high of efficiencythe Spanish and High a better Speed, power/weight Renfe used salient ratio pole (power synchronous density) motors. with higher manufacturingHowever, the and trains materials are currently cost. being Permanent fitted with magnet induction synchronous traction motors. motors Recently, [8,9] HST appear have as an interestingbeen fitted alternative with permanent for several magnet reasons, synchronous such as: motors, the elimination just like French of rotor and Italian copper AGV losses, trains. increased efficiency,The higher PMSMs power give high density, efficiency lower and rotor a better momentum power/weight of inertiaratio (power and thedensity) possibility with higher of using regenerativemanufacturing brakes and even materials at low cost. speeds. Permanent On the magnet other hand,synchronous PMSMs motors have several[8,9] appear disadvantages, as an suchinteresting as the constant alternative flux fo providedr several reasons, by the such magnets as: the and elimination high costs of rotor due copper to the losses, increased increased price of rare-earthefficiency, magnets. higher PMSMs power candensity, be classified lower rotor according momentum to magnet of inertia arrangements, and the possibility i.e., surface of using magnets, and interiorregenerative magnets brakes with even radial at low or speeds. tangential On the magnetization. other hand, PMSMs Surface-mounted have several permanentdisadvantages, magnet such as the constant flux provided by the magnets and high costs due to the increased price of rare- motors behave like synchronous motors with a cylindrical rotor, where the torque is solely obtained by earth magnets. PMSMs can be classified according to magnet arrangements, i.e., surface magnets, the interactionand interior between magnets thewith rotor radial flux or andtangential stator mag current.netization. Similar Surface to salient-mounted pole permanent synchronous magnet motors, the reluctancemotors behave torque like must synchronous be considered motors inwith interior a cylindrical permanent rotor, where magnet the motors. torque is solely obtained Thisby the work interaction studies between the alternative the rotor use flux of and a PMSM stator incurrent. place ofSimilar the IM to usedsalient in pole AVE synchronous trains of classes 102–112.motors, Initially, the reluctance the behavior torque ofmust the be IM considered currently in usedinterior was permanent analyzed magnet [10]. Parametricmotors. estimations of similarThis traction work studies motors the were alternative conducted use of when a PMSM there in wasplace aof lackthe IM of used necessary in AVE technical trains of data. The electromagneticclasses 102–112. Initially, structure the of behavior the IM was of the simulated IM currently by the used finite was element analyzed method, [10]. Parametri the operationc was analyzedestimations from of similar its equivalent traction motors circuit, were and conducted finally, the when results there from was thea lack calculations of necessary of technical model were data. The electromagnetic structure of the IM was simulated by the finite element method, the compared with actual test bench measurements of the motor. Additionally, iron and mechanical losses operation was analyzed from its equivalent circuit, and finally, the results from the calculations of were also analyzed and compared with actual measurements, and hence, the procedure of calculations model were compared with actual test bench measurements of the motor. Additionally, iron and usedmechanical in the IM waslosses verified were also in order analyzed to apply and itcompared to the PMSM. with actual measurements, and hence, the Insteadprocedure of of IM, calculations the alternative used in use the of IM a PMSMwas verified was proposed.in order to apply Three it different to the PMSM. magnet arrangements were consideredInstead of for IM, the the PMSM: alternative surface use magnets, of a PMSM and interiorwas proposed. magnets Three with different radial ormagnet tangential magnetization.arrangements The were analysis considered of thesefor the structures PMSM: surface involved magnets, the and simulation interior magnets of their with electromagnetic radial or structurestangential and applicationmagnetization. of methodsThe analysis to quantify of thesemotor structures losses. involved A power the balance simulation was of also their used to calculateelectromagnetic the efficiency structures and power and application density. of methods to quantify motor losses. A power balance Finally,was also theused functional to calculate performance the efficiency ofand the power proposed density. PMSM and the IM were compared and the Finally, the functional performance of the proposed PMSM and the IM were compared and the cost of manufacturing materials was evaluated. cost of manufacturing materials was evaluated. 2. AVE Trains Classes 102-112 2. AVE Trains Classes 102-112 The mainThe main characteristics characteristics of of AVE AVE trains trains classesclasses 102 102–112–112 are are summarized summarized in Table in Table 1. The1. The traction traction performanceperformance curve curve (by (by the the eight eight motors) motors) of of AVE AVE trainstrains classes 102 102–112–112 is isshown shown in Figure in Figure 1. 1. 250 200 150 100 Tractive effort (kN) effort Tractive 50 0 0 50 100 150 200 250 300 350 speed (km/h) FigureFigure 1. 1.Traction Traction performance performance curve of of AVE AVE trains trains classes classes 102 102–112.–112. Energies 2018, 11, 1549 3 of 17 Table 1. Characteristics of AVE trains classes 102–112. Energies 2018, 11, x FOR PEER REVIEW 3 of 17 Power 8000 kW TableVoltage–frequency 1. Characteristics of AVE trains 25 kV–50 classes Hz 102–112. Number of motors 8 No loadPower mass 8000 322 kW t VoltageLength–frequency 25 kV 200–50 m Hz MaximumNumber of speed motors 3308 km/h NumberNo load of seatsmass 322 353 t NumberLength of axes 200 21 m Maximum speed 330 km/h 3. Induction Motor Used in AVE TrainsNumber of seats 353 Number of axes 21 The nominal data of IM implemented in the above trains are given in Table2. More information about3. this Induction motor Motor can be Used found in inAVE the Trains Appendix A.
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