342

IEEE TRANSACTIONS ON INDUSTRY APPLICATIONS, VOL. IA-16, NO. 3, MAY/JUNE 1980

An Approach to Flux Control of Induction Motors Operated with Variable-Frequency Power Supply
AKIRA NABAE, MEMBER, IEEE, KENICHI OTSUKA, HIROSHI UCHINO, AD RYOICHI KUROSAWA
Abstract-A new speed control system for induction motors has been developed which is capable of controlling with quick field weakening and superior response and stability. This method is to control the stator current as a vector quantity on the basis of slip frequency control. More specifically, it is designed to calculate the commanded stator current of the

induction motor by corresponding to flux and torque commands on the basis of motor constants and use the calculated commands to control the stator current.

INTRODUCTION D C MOTORS have been widely used in areas where variablespeed operation is required, because their flux and torque can easily be controlled by controlling the field and armature currents. However, dc motors have some disadvantages arising from the existence of commutator and brushes. That is, they require periodical maintenance, they cannot be used in explosive or corrosive atmospheres, and they have limited commutator capability in high-speed and high-voltage operations. To overcome these problems, many studies have been made employing induction motors with simple and robust structure and superior maintainability and economy, in order to obtain control performance equal to or higher than that of dc motors. Induction motors can be controlled quickly and stably by controlling the stator current as a vector quantity with excitation arid torque components. There are two such control methods: 1 ) the magnetic flux vector feedback method, invented by Blaschke, et al. [11-[31, where the magnetic flux vector from the induction motor is fed back and the stator current vector is controlled on the basis of the flux vector; and 2) the slip frequency control method [41-[71, where the angular velocity of the rotor is fed back, and the stator current vector is controlled on the basis of the velocity. The magnetic flux vector feedback method enables us to control the flux of induction motors directly. It is characterized by the compensating action of the motor constants for their changes. However, a flux detector is required for the motor, and distortions exist in the detected flux caused by slot ripples and saturation of the magnetic path. If control is based on such a distorted flux vector, torque ripples may appear. For this reason it is necessary to insert a special filter in the feedback loop of the
Paper ID 78-33, approved by the Industrial Drives Committee of the IEEE Industry Applications Society for presentation at the 1979 Industry Applications Society Annual Meeting, Cleveland, OH, September 30-October 4. Manuscript released for publication November 2,

flux. Furthermore, since this flux detector is generally to detect air gap flux, unstable phenomena may be caused unless feedback is accomplished in the form of rotor flux compensating the influences of rotor leakage flux [81 . On the other hand, the slip frequency control method, while not having the disadvantages relating to flux detection, has had difficulties in controlling flux because the flux is not detected directly. The control method developed in this paper will enable not only torque control but also quick flux control with this slip frequency control method. Its control principles, the phenomena caused by changes in the motor constants, and test findings are described.
TRANSFER FUNCTION OF INDUCTION MOTOR Theoretically, a three-phase induction motor can easily be converted to an equivalent two-phase induction motor. Therefore, in this paper a two-phase induction motor will be discussed, and a two-pole motor is assumed for simplicity. The voltage and torque of the induction motor are given by (1) and (2), respectively, which set the plane on stator as their coordinates:
d

-MAR2 -L2

LO

d -M- + dt

M m

dtit

dt

+L2w

Tm =Mi2 X i1

(1) (2)

where

L1
L2
M

stator inductance,

rotor inductance,

mutual inductance,
stator resistance,
rotor resistance,
stator current vector,

RI
R2

ij
i2
U1
w

rotor current vector,

stator voltage vector, rotor angular velocity (axial vector), motor torque (axial vector).

1979.

Nagamine, Kamitomioka-cho, Nagaoka City, Niigata Prefecture, 949-54, Japan. K. Otsuka, H. Uchino, and R. Kurosawa are with the Toshiba Corporation, Heavy Apparatus Engineering Laboratory, Fuchu, Japan.

A. Nabae is with The Technological University of Nagaoka, 1603-1

Tm

0093-9994/80/0500-0342$00.75 1980 IEEE

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NABAF et al.: FL JJX CONTROL OF INDUCTION MOTORS

9m

343

I
LIR(WO)

Rs

C)2
M

MR2dt<2

L2 d

Fig. 1.

Vector diagram of induction motor.

The axial vectors are perpendicular to the plane of current and voltage vectors, to be faced in compliance with a righthand rule. The constants are those of a tow-phase motor, whereas for a three-phase motor they can be represented by a T-shaped equivalent circuit. From (1), the rotor equation can be given by

Equation (9) can be given with a vector diagram shown in Fig. 1. Here, when il is represented in terms of a complex number il(wo) with the axis in the wo-rotating (2 direction used as a real axis, the following equations can be obtained from (9): Re il (wO)ail R (wO) = M ()2
Im i
+ 2 _d?2 R2 dt/

R2i2

d + -(Mil + L2i2)-W X

dt

(Mil

+ L2i2) = 0.

(3)

(10)
(11)

Since Mil is the flux vector produced in the rotor by stator current and L2i2 is the flux vector produced in the rotor by rotor current, the rotor flux vector 2 can be given by

(wo)iii(wo) =MRM

1 L2

R2

Ws(D2.

(2 =Mil +L2i2.
Substitution of (4) for (2) gives
TM
=

(4)

Likewise, when i2 is given in terms of complex number i2(wo), the following equations are obtained from (8):
I d Re i2 (wO)-i2R (w)2=-R 2 R2 dt

(12)
(13)

-(D2 X i2-

(5)
IM i2

Let wo be the angular velocity of the rotor flux vector (D2, then the slip angular velocity WI of )2 relative to the rotor can be represented by

(WO) =i21(WO)

WS47'2.

From (11), slip angular velocity wS can be given by

ws
L-

Ws= Wo

w.

(6)

Conversion of (3) into an equation on the coordinate system rotating at an angular velocity of wo will give

_i *(w2 ) L 2 (2

R2 M

(14)

Also, from (5), motor torque TM can be given by

TM =-

R2i2 + Therefore,

d
dt

(2

+ WS X

(7)

2I(cO)-

(15)

Equation (16) can be obtained when (15) is represented in terms of i,1Kwo) from (11 ) and (13), as follows:
Id
dt

i2 =-R d
R2

2-

R2

Ws X (D2

(8)

TM

= -

L2

"D2ilI(wo).

(16)

From (4) and (8), the following equation can be obtained:

=I
M

SX

(9)

2R2 dt

R2

Accordingly, from (10), (14), and (16), the transfer function of the induction motor relative to ilR(wo) and il (wo) can be given in a block diagram, Fig. 2. As shown, the rotor flux (D2 of the induction motor is given in a first-order delay from

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344

IEEE TRANSACTIONS ON INDUSTRY APPLICATIONS, VOL. IA-16, NO. 3,

MAY/JUNE 1980

C42 _

'

i,,I R IWO"

Ws~~~~~W
Fig. 2. Transfer function of induction motor. Fig. 3. Stator current command calculating circuit.

ilR(wo), having a time constant of L2/R2. On the other hand,

the motor torque TM is proportional to the product of 4)2 and il I(wo).

TRANSFER FUNCTION OF CALCULATING CIRCUIT Since the transfer function of the induction motor can be represented in a simple equation of motor constants M, L2, and R2, relative to ilR(wo) and il(wo), if ilR(wo) and ij.(wo) are controlled so as to meet (10), (14), and (16), D2 and TM can be controlled according to their commands. From (10), when the rotor flux command is 1)2*, the commanded current i1 R *(W0 *) can be given by

same angular velocity w0 * as that of rotor flux command (2 *- In order to have the stator current of induction motor controlled by a frequency converter, it is necessary to convert the stator current command into a value on the stationary coordinate system. If the rotor angular velocity of the induction motor is w, the relationship can be shown as the following equation:

wO* =w +Ws

(20)

ilR(WO)=

*+L2 *

d 'CD2)

(17)

where M*, L2*, and R2* are constants which are to be set in the calculating circuit, respectively, in accordance with M, L2, and R2, the constants of the induction motor to be controlled. Likewise, from (16), when the motor torque command is TM*, the commanded current i I*(wo*) is given by

Accordingly, il *(w0*) can be converted into a stator current command i1 * on the stationary coordinate system by giving rotations of w + ws* to il *(wo*). Fig. 4 shows the resulting general configuration of the control system. Vector generator (1) generates the sum of rotor angular velocity w and slip angular velocity command ws*, namely, a unit vector ef'vWo* dt rotating at wo*. The multiplier generates the product of il *(wo*) and ei WO dt, thereby giving rotations of wo* to il *(wo*). In such a manner, il *(wo*) is converted into stator current command il * on the stationary coordinate system. Using this il * as the command, the stator current il is controlled by the frequency converter.

ii I*(W0= M*

L2* 1

TM*.
w,*

(18)
can be given

Also, the slip angular velocity command from (14) by

R2*

L2W *

M* i

= 8

2*

)(19)

Fig. 3 shows the stator current command calculating circuit to calculate ilR*(wO*), il1*(wo*), and w,* in accordance with (17)-(19). Note that Fig. 3 is the reciprocal function of Fig. 2.

CONFIGURATION OF THE CONTROL SYSTEM The stator current command il *(WO*)(=ilR *(w0 *) + ilj*(wo*)) obtained from the calculating circuit shown in Fig. 3 is a value on the coordinate system rotating at the

DISCUSSIONS ON STABILITY This control system forms a sort of compensator control with the constants of the induction motor (M, L2, and R2) to be taken into the calculating circuit. Therefore, it is likely that the constants, M*, L2*, and R2*, set in the calculating circuit will have errors. Discussed here are phenomena that may occur with these errors when there is a delay in current control or any difference in the initial conditions between the control circuit and induction motor. Let us consider the rotor flux command 4)2* and torque command TM* to be given in a step function. Accordingly, the slip angular velocity command w,* also changes in a step function. The rotor circuit equation (1) is converted into an equation on the coordinate system rotating at wo* (=w + ws*), and the vectors are handled in complex numbers:

M-il +jMw,*il +R2i2 +L2 dt Wi2ws*i2 = 0 2 dt

(21)

(The subscript (wo*) indicating the rotating coordinate

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NABAE et al.: FLUX CONTROL OF INDUCTION MOTORS

345

Fig. 4. Control system.

system will be omitted hereafter, for all discussions will be based on the use of this system). In order to simplify the equation, i2'(=(L2/M)i2) was introduced, and Iaplacian transforming (21) (because ws* is constant at t > 0) produces the following equation:

IR

(S+jWS*)i1(S)-i1(O) +

S+ L

R2
2

+jWs*)i2 (S)-i2(0)=O.

jII
s

(22)
Therefore,
Fig. 5.

Analysis model for control system.

I2(s) =J(- Rs2 i R +

S+
L2

+2(0)
S+

(23)

jWS*

_w+ jw* L2

The stator current command il * contains the differential value of rotor flux command (D2 * as shown in Fig. 3. If (2* changes in a step function, a 6 function is generated, making it impracticable. For this reason, it is assumed that two first-order delays exist to ensure a smooth function of stator current il. In the actual control system, one of the delays corresponds to the delay of the calculating circuit and the other to that of the frequency converter. When ws* is calculated with those delays taken into account, better results can be obtained. Here, however, it is assumed that there is no delay in calculating and controlling ws* when analyzed. Also, in order to standardize the dimension of variables, equivalent exciting current command io* and an imaginary component of rotor current command i21* are introduced:

Fig. 5 shows the block diagram of controlling ilR and il, from (2 * and TM*, incorporating the aforementioned analyzing conditions. As (2* and TM* change in step function, current commands change in steps shown below:

io*: io(O)* changes into io(+)*

-i2I*: i2I(O)* changes into i2I(+)* il *: iI(O)* changes into ijI(+)*.

il (s) can be given by

io(+)*

si

lO(+)*i-io(O)* 0a(io(+)
S+
__(+)

io()

(S+a)2
s

2 2L2*

io(0)

(S + ci)2
ilI(+)* - il(O)* S+

io *

2* M*

(24)
(25)

. i2i*=_ (25)

TM*

4)2*

(S t)2

((2 I(0)*)

(26)

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346

IFEF

TRANSACTIONS ON INDUSTRY APPLICATIONS, VOL. IA-16, NO. 3,

MIAY/Jt!NE.

1980

Substituting (26) in (23) and rewriting it will give the following:

12x

12 (s)'

=1 S

(CR-2 -jWs *) (S + a)
L2
S

R2 (2

&2

+
(

__

a(a -jw5*)
(Sa)2

Li

--\iws*)

(a-

jws*)
-

l~Aio *

L2 (

)
+

+ (>- (2~-!ii* S+o jw* (Sa)

u

2_

Ail I *

+ +11(0)* i2(0)') (1ilI(+)* + i2(0)') -(

-

Aio *

R2

L22

la
0-

L2
L L2

\j
,

(aR?2 j

-jW

*I /

)2

(1

L2

S+

R2
L2

+ iw *

(27)

The initial amplitude of the oscillation is indicated by the numerator, which can be divided into three groups. One is jws*(io(+) ili*) shown by the first and second terms of the numerator and (28) gives the amplitude determined by the difference between (2 + iws* the initial value and final value of errors in rotor current L2 commands and actual values. The second is shown by the Aio = io(+)*-io(o)* (29) third term of the numerator, which is the amplitude caused by differential coefficient L2 */R2 * (used to differentiate il (+)* -i(o)* (30) equivalent exciting current command io*) differing from the AilI* actual value. The third is shown by the fourth and fifth In (27), the first term of the right side is the final value, terms of the numerator, which is the amplitude generated by and the second through fourth terms show the currents that the delay of stator current il. Since (x > R2/L2, in general, offset variations of stator current il. This implies that the this applitude is extremely small. From the above, it can be understood that this control variations of il are affected by slip angular velocity ws*. Since the second through fourth terms have an (S + a) term system is a stable system giving damped oscillation; nevereach in their denominators, they will quickly be damped. theless the oscillation is caused by the errors in constants, The fifth term has a denominator of (s + (R2/L2) + 1ws*), the delay in control, and the initial conditions of the induction which indicates damped oscillation with an oscillating fre- motor. In order to get a clearer picture of the variation in quency of ws* (oscillation is damped at a relatively long rotor the rotor current, it is assumed that the time constant 1/le time constant of L2/R2). Such oscillation is the most im- of delays of the control circuit and converter is negligible as compared with the rotor time constant L2/R2 of the inducportant point in this control system. where
=

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NABAE et al: FLUX CONTROL OF INDUCTION MOTORS

347

tion motor. From (27), when a is assumed to be infinite,

12(s)

i2(oo)
S

(/ill(O)* + i2(0))-(/ilI(+)* + i2())

R* L /

~L2

R2\AiO

L*

R2 S + -+jws*
From (31), the time variation of io(=i1 + i2') vector corresponding to rotor flux can be presented as in Fig. 6, where the locus shows a vortex form being bound for the final value. The area of the triangle to be formed by a point on the locus and i1 is proportional to the prevailing output torque. Here, assuming an ideal control system where there is no error in constants and ws* = R2/L2 ilI(+)*Iio(+)*, the following equation can be obtained from (18)
12(x)
=

RD

~~Aio *.
*

(31)

im

DELTA FUNCTION

-1i1(+)*.
=

(32)
L2/R2, then (31)
2
can

On the other hand, if L2*/R2* rewritten as

be

i2(s)

I(+)

+ Ii i(o) +i2(0)

(33)

S +-+jWs L2

If i2(0)', the initial value of i2%, is equal to that of the command, -jij1(0)*, the following equation can be obtained:

LOCUS OF Lo= Li + L2 Fig. 6. Vector locus.

2(s)' =
When

-iul(+)*
S

R2

L2 i, *

(34)

and ilI(+)* are described in terms of i2(S) and i2I(+)*, respectively, the imaginary component of i2(,) can be given by
Im i2(s)
In such
= ()

i2(,)r

time, w * changes accordingly, it is difficult to obtain exact solutions of analyses. A simulation test and its results, including these changes, will be described.

*(35)

ideal state, it is confirmed that the imaginary of the rotor current, namely, the component component contributing to the torque, will not be affected by flux control and accords with the command. Therefore, the torque generated will respond in steps without transient oscillation. As the situation comes off the ideal state, more damped oscillation will result as explained in (27). While under this control method it may be possible that an error will exist between the rotor flux command and its actual flux at the time of control start, etc., controlling is possible without detecting flux, since such an error will similarly be damped while oscillating with rotor time constant. Since in the actual speed control operation, where commands change from time to
an

RESULTS OF SIMULATION Figs. 7 and 8 show the transient responses of motor torque TM and rotor flux 2 with rotor flux command ()2* held constant and with step changes given to motor torque command TM* only. Here, the followings are assumed:
Fig. 7: Fig. 8:
L2*
=

R2*
L2*

0.39 s,

L2_
R2
-=0.7

L2*
R2*

R2 *

0.39 s,

L2 R2

1.3

L2*

R2*

TM and 4'2 oscillate at a slip angular velocity ws* given by the control side, and these oscillations are damped at a rotor time constant L2/R2. Figs. 9 and 10 show the transient responses of a speed

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348

IEEE TRANSACTIONS ON INDUSTRY

APPLICATIONS, VOL. IA-16, NO. 3, MAY/JUNE 1980

Fig. 7.

Open-loop transient behavior.

Fig. 10. Closed-loop transient behavior.

I r; in a ;;-Iso is

TM-i-5L

--

TM* controlled as to obtain constant torque spite of the transient oscillation of the rotor flux, whose oscillation hardly affects the torque to be generated and the speed.

-,
_t- _ _~~~~~~~~~~~~~~~~~~

t$SAi. .-

.1

-1

4_7

.I

EXPERIMENTAL RESULTS Experiments were performed with the speed control system having the composition shown in Fig. 11. The rating of the induction motor was as follows: three-phase, 3.75 kW, 75 V, 10 Hz, 52 A, four poles, 300 r/min,
R2

I-

Fig. 8. Open-loop transient behavior.

2= 0.39 s.

Fig. 9.

Closed-loop transient behavior.

control loop with the speed controlled to keep a constant value and with the load torque varied in steps. The speed control is of a PI control system with w 100 rad/s, where the following are assumed:
=

For the frequency converter, a 36-thyristor cycloconverter was used. The power supply frequency was 50 Hz. Fig. 12 shows the step response of speed. The speed control was of a PI system with w, = 100 rad/s (response of 30 ms). Fig. 13 shows the results of quick four-quadrant operation, with the speed command varied linearly from 0 to 100 percent in 0.8 s. The operation was run with 100 percent constant rotor flux until the speed reaches 50 percent. Field weakening control was affected after the speed exceeded 50 percent, and rotor flux was weakened 50 percent at 100 percent speed. Thus characteristics equivalent to field weakening control by a de motor were obtained. On the control utnit used for the present experiment, M* and L2* were compensated for by the saturation function of the induction motor being controlled according to rotor flux command (D2*. Likewise, R2 *was compensated according to the motor temperature.

CONCLUSION As stated earlier, both the rotor flux and motor torque of an induction motor can be controlled quickly and stably by controlling its stator current as a vector quantity but without L2* detecting the flux on the basis of motor constants. ParticuFig. 9:-= 0.39 s, -=0.7larly by "forcing," controlling the vector's exciting component L2 of stator current in accordance with the rotor time constant, L2* the rotor flux of induction motor can be controlled with = 0.39 s, Fig. 10: R2 R2i R2 quick variations. In this case, if there are any errors between the actual Since the closed loop is made up of the control system, motor constants and those which are set in the calculating
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NABAE et al.: FLUX CONTROL OF INDUCTION MOTORS

349

Fig. 11.

Speed control system.

fectively. However, this problem can be solved by setting constants of the calculating circuit as simple saturation functions and temperature functions. The control system proposed by this paper is believed to enable the induction motor to expand the application fields, for example, the use of induction motors even for driving a reversing mill, which has hitherto been attained only by dc motors because of the necessity for four-quadrant operation with quick field weakening control.
REFERENCES [II F. Blaschke, Siemens Zeitschrift, vol. 45, pp. 757-760, 1971. [2] W. Floter and H. Ripperger, Siemens Zeitschrift, vol. 45, pp. 761-764,

()L1_

:_

Fig. 12. Experimet ital results of step response.

It 11- .1 IT p . . 1-1-1.
1

'ta.-(8s
.iv
50

7-._.41LL II,, II ",

E

J :-. E I -U t t 4 44+-=i=* .4it_ s;1 =-- 1.t74, t -fi -4 .__' .J. 1 I - t .-. .7__tT .__ t iT __11! L I -t . i
,

/17=
wf&i

1971. A. B. Plunkett, IEEE/IAS Conf. Rec., 1975, pp. 591-597. K. Hasse, Zur Dynamik drehzahlgeregelter Antriebe mit Stromrichtergespeisten Asynchronkurzschlusslaufermotoren Dissertation, T. H. Darmstadt, 1969. [5] T. lwakane et al., Yasukawa Denki, vol. 38, pp. 588-603, 1974. [6] A. Nabae et al., Toshiba Rev., vol. 31, pp. 599-604, 1976. [7] A. Nabae and R. Kurosawa, Trans. IEE of Japan, vol. 98-B, pp. 101-107, 1978. [8] K. H. Bayer and F. Blaschke, 2nd IFAC Symp. Conf. Rec., 1977, pp. 483-492.

[3] [4]

eD

fiLLI F!;

MU,_411M-L-M-Fi-t t'.I I -t tT ;IN,_' I rR--Fi4.!I rIX.f...TUFF 1. t.1 f I H tJ I . If TRVLLyN$tT_ AA A i.* 1t 4-II AL A VI I -,V-r V1 _-=_ "VA.' "'t 1IT",Yl-Tt , Ft -1
' ' "'
, ,

Akira Nabae (M'79) was born in Ehime Prefecture, g Sti Japan, on September 13, 1924. He received the B. E. w-

degree from Tokyo University, Tokyo, Japan, in

Li

VI

No-AA AAA"IkiA .. -t' t

-1I7

II

rv

44AM..Aia+r[__
II

Fig. 13.

Experimental results of quick four-quadrant operation.

a transient oscillation phenomenon occurs. This oscillation, however, has been proven through mathematical induction to be inherently stable (refer to (27) and (31). In addition, simulations have shown that a speed control loop relying on the proposed concept can control speeds stably despite such rotor flux oscillation (refer to Figs. 9 and 10). Speeds can be controlled stably with a quick response, even if there are errors in constants, but rotor flux error may result in regard to a command. For this reason, there are some instances where a motor capacity cannot be used ef-

circuit,

He joined Toshiba Corporation in 1951. From 1951 to 1970, he engaged in the research and development of rectifier and inverter application techniques at Tsurumi Works Engineering Department and from 1970 to 1978 in the research and development of power electronics, especially ac drive systems, at Heavy Apparatus Engineering Laboratory. Also, from 1972 to 1978, he was a nonoccupied Lecturer ofWaseda University. Since 1978, he has been a Professor of the Technological University of Nagaoka. Dr. Nabae is a member of the Institute of Electrical Engineers of Japan.

1947, and the Ph. D. degree from Waseda University.

Kenichi Otsuka was born in Tokyo, Japan, on October 19, 1935. He received the B.S. degree in electrical engineering from the Tokyo Institute of Technology, Tokyo, Japan, in 1958. In 1958, he joined Toshiba Corporation, Tokyo. From 1958 to 1976 he was engaged in the development and designing of control equipment of industrial motor applications in Fuchu Works. Since 1977, he has been the Manager of the Power Electronics Engineering Section in the Heavy Apparatus Engineering Laboratory. He is interested

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IEEE TRANSACTIONS ON INDUSTRY APPLICATIONS, VOL. IA-16, NO. 3, MAY/JUNE 1980

in the thyristor application techniques, especially ac drive systems. Mr. Otsuka is a member of the Institute of Electrical Engineers of Japan.

engaged in the research and development of ac drive systems. Mr. Uchino is a member of the Institute of Electrical Engineers of Japan.

Japan. From

SA~ 0 -00_

In 1959, he joined Toshiba Corporation, Tokyo, 1959 to 1976 he was engaged in the development and design of control equipment of industrial motor applications in Fuchu Works. Since 1977 he has been the Specialist of the Power Electronics Engineering Section in the Heavy Apparatus Engineering Laboratory, and he has been

Hiroshi Uchino was born in Saitama Prefecture, Japan, on March 29, 1940. He graduated from the Kumagaya Technical High School, Kumagaya, Japan, in 1959.

~.'

; lHeavy Apparatus Engineering Laboratory. Mr. Kurosawa is a member of the Institute of Electrical Engineers of Japan.

Ryoichi Kurosawa was born in Tokyo, Japan, on March 29, 1949. He received the M.S. degree in electrical engineering from the Sophia University, Tokyo, Japan, in 1973. In 1973, he joined Toshiba Corporation, Tokyo, Japan. Since 1973 he has been engaged in the research and development of ac drive systems in the

Rapid Transit Experience with Chopper-Controlled DC Motor Propulsion

JOHN J. BROCKMAN,
SENIOR MEMBER, iEEE,

JAMES H. KING, JR., MEMBER, IEEE, AND ALEXANDER KUSKO, FELLow, IEEE

Abstract-Bay Area Rapid Transit (BART) cars using solid-state choppers and regenerative braking have accumulated about 154 million car mi since 1972 and are adding about 28 million additional car mi/year. For the February 1978 to February 1979 year, the propulsion system mean time between failures (MTBF) was just over 500 h and contributed 37 percent of all vehicle failures. In the same period, the four-traction motor MTBF was 2174 h, which is more than twice its value of several years ago. Modifications currently planned or in progress are expected to increase the propulsion system MTBF to about 800 h by 1981.

I. INTRODUCTION CINCE OPENING IN 1972, the Bay Area Rapid Transit J(BART) system has been operating the first choppercontrolled rapid-transit cars in the U.S. [1] -[3] . This paper is a progress report on the propulsion (and braking) systems of the BART cars. This paper is neither a success nor a failure story. The propulsion systems are operating and the BART system is running. There has been much debate in the rapid-transit industry over the questions of cam-controlled versus chopper-controlled
Paper ID 79-30, approved by the Industrial Drives Committee of the IEEE Industry Applications Society for presentation at the 1979 Industry Applications Society Annual Meeting, Cleveland, OH, September 30-October 4. Manuscript released for publication November 5, 1979. J. J. Brockman was with Bay Area Rapid Transit, Oakland, CA 94607. He is now retired. J. H. King is with Bay Area Rapid Transit, Oakland, CA 94607. A. Kusko is with Alexander Kusko, Inc., 161 Highland Ave., Needham Heights, MA 02194.

propulsion systems, and over regenerative versus dynamicresistive braking, following the BART experience. In this paper, we will trace some of the problems with the BART propulsion system and point out which problems have been solved and which have not been solved. We will provide failure-rate data on the subsystems of the propulsion system which can be compared with corresponding data for cam-controlled systems. We will also provide data on the effect of regeneration on energy consumption in a BART train. We conclude that in spite of the many early problems with the BART chopper-controlled propulsion system it is superior to a cam-controlled system in terms of car performance, passenger comfort, and energy consumption. The chopper is rapidly overtaking the cam controller in terms of reliability and availability. The BART system traverses 75 route mi, 34 passenger stations, and normally operates with up to 32 trains of up to ten cars per train. The cars are divided into A cars for the head and tail ends of the train, and B cars for the intermediate positions. The A cars carry the automatic train control equipment and the operator. The cars weight 60 000 lb unloaded and 98 000 lb with crush load (AW-3). The initial design of the system was based on train performance of 3 mi/h/s acceleration and braking, 80 mi/h top speed for make up, and 90 s headway in fully automatic operation. The initial design was also based on an ultimate 105 train system at the peak hours. The track gauge is a nonstandard 66 in; the third-rail voltage is a nonstandard 1000 Vdc.

0093-9994/80/0500-0350$00.75 1980 IEEE

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