A Readhesion Control Method without Speed Sensor for Electric Railway Vehicles

Abstract

Michihiro Yamashita

Tomoki Watanabe

Railway Technical Research Institute

2-8-38, Hikari, Kokubunji

Railway Technical Research Institute

2-8-38, Hikari, Kokubunji

Tokyo 185-8540

JAPAN

Tokyo 185-8540
JAPAN

Docan@hi.orJp

Tomwoia@rhi.orjp

Railway vehides have tractive force by rolling contact between

wheel and rail. When the iriction coeiiicient between wheel and
rail is small,there are some cases where wheel slips or shids cause
running impossible. Therefore, wheel slips or skids are now
actually studied.
Recently, electric vehicles fed by inverters, and traction motors
vector control have come into wide we,and vector control without
speed sensor is at a trial stage for commercialtroins.
Conventional readhesion control methods have made use of
speed-sensor (pulse generator) signal.. When vector control
without speed sensor is used, it is desirable not to use speed sensors
for raadhesion control, and to maintain unchanged performance.
We propose a method of slip detection without speed sensor by
focusing on the current of each motor. The effeetivenesr of the
proposed method was verified by simulation raulis and running
t a b using Shinkansen train.
1. INTRODUCTION

Since the advent of railway vehicle with three-phase drive in

the 1970s, power semiconductors used in electric railway
vehicles have been changed &om thyristors to GTO thyristors
and IGBTs. As for traction motor control, vector control has
come into wide in use in place of slip frequency control and
speed sensorless vector control is in trial stage for commercial
trains[l], [Z]. Anti-slip and readhesion control of railway
vehicles has also taken a great progress by utilizing wheel axle
speed informatio631,[4],[5],[6],[~,[8]. So, futnre locomotives
and electric multiple nnits with speed sensorless vector control
should have at least the same adhesion performance as
altematives with speed sensors.
At first characteristics of wheel slip phenomenon and anti-slip
control for railway vehicles are mumerated and running test
results that show basics of anti-slip readhesion control with
speed sensors are explained.
We proposed the novel anti-slip readhesion control without
speed sensor191, [lo].
By this method, small wheel slip can be detected and the
performance of this control is expected to be as high as the
control with speed sensors. After tbis, an outline of the novel
anti-slip readhesion control without speed sensor is proposed,
and the effectiveness of that is verified by simulation and
running test results using Shinkansen.

U.CHARACrWsncsOF WHEEL sm PHENOMENON AND mSLIP CONTROL

0-7803-78 17-2/03/$17.00,@2003 IEEE

I) When wheels adhere to the rail, the difference between the

wheel peripheral speed and the vehicle speed (i.e. slip velocity)
is negligibly small under normal conditions.
2) Slip phenomenon changes depending on the status of the
contact surface of the wheel and the rail.
3) The number of pulses per rotation of speed sensor is
normally between 40 and 90 that is much smaller than that of
encoders that are widely used in other industrial applications.
So, in addition to pulse numher counting at certain intervals,
pulse width measurement is needed to obtain as accurate speed
as possible.
4)Normally, a speed sensor is mounted on the traction motor.
Vertical movement of wheel axle causes rotationaldisplacement
of the traction motor that results in shifting of the speed sensor
pulses and fluctuation of the calculated velocity. So appropriate
averaging is necessary for wheel axle speed detection.
5) One inverter feeds several motors (Multiple Motor Drive)
or one motor (Individual Motor Drive). Multiple Motor Drive is
less expensive than Individual Motor Drive. But the wheel
diameter difference causes current imbalance among motors in a
group, so that it is necessary to keep the difference as low as a
few millimeters.

In. OLITLJNE OF Apsn-SLIP READHESION

CONTORL WITHOW SPEED SENSOR

Considering our experience[9], [lo], we propose the

following anti-slip readhesion control without speed sensor.
I) We focus on multiple motor drive that is widely used for

EMUS.
2) We detect currents of each traction motors. Normally, the
inverter output c m t (i.e. summation of motor currents) is
used for inverter control for multiple motor drive.
3) As for tbe wheel axle acceleration alternative by which slip
is detected, we use time differential of traction motor rotational
speed that is derived &om the inverter hquency and slip
bquency. If the motor flux is constant, the slip eequency is
proportional to the q-axle component of the motor current. So,
in vector control, we can obtain the slip frequency of each
traction motor &om relevant motor current.
4) As for the slip velocity alternative, by which slip is
detected, we propose to use the current difference of traction
motors. The difference due to imbalance of wheel diameters or
motor characteristics can be compensated in time of motor field
excitation or adhesion run,for example.
5) The adhesion force at the point of slip detection can be
deduced &om motor torque and motor rotational acceleration.
They can be obtained from the vector controller.

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IV. SIMULATIONMODEL AND CONTROL

The torque T < is expressed as follows.

'L = p -M ($Zdilq

In this chapter, we explain a simple case what one inverter

feeds two traction motors.

L2

-$Zdild)

(4)

A. Motor Drive

B. Motor Current

Figure I shows a block diagram of the multiple induction

motors drive system.

Figure 2 shows the diagram of tbe relation between the

voltage and current vectors in adhesion drive. The phases and
amplitudes of primary-current vector il-l and i,, supplied to
each induction motor are identical.
Figure 3 shows the behaviour of stator current vector without
constant current control when the second wheel slips. The stator
current i,_l
of IM-1 holds the same value. On the other hand, the
stator current i,, of IM-2 in Figure 2 becomes i,.; in Fig. 3, and
the slip angular velocity o,-2of IM-2 and torque current i,,,
decrease due to slip, so the torque of IM-2 re-%
decreases too.
When the constant current control of the vector controller is
active, the stator current vector i, holds the same value (Fig. 4).
The current difference vector, Ai,holds the same value as in the
case of Fig. 3, because the flux change is negligible and there is
the same electrical slip difference between two, motors. That
means the torque current i,,, of IM-I increases and the current
il,, of IM-2 decreases. The torque current difference i,,,-i,,,
is almost similar to that of Fig. 3.

I""&-

Fig. 1 Block dia-

of the multiple induction motor drive system

The state equations of induction motor and drive system on

the d-q co-ordinates used for simulation are as follows.

C. Relafion befween Speed Difference and Current Difference

This paragraph describes the relation between the speed

difference and current differencefor each motor.
The speed difference and current difference are defined as
follows.

AK = K-z - K - i

(5)

Currentdifference N = i i p _ i - i t q _ z

(6)

Speed difference

The torque component current i,, and the flux component

current i,, are constantly controlled by tbe vector control method.
The slip frequency Am of each motor when a slip occurs is
calculated by using the following equation of approximation.

(3)

M2
R=ri+-r2,
LZZ

a=l-- M2
LILZ

where
i,:Stator current vector; v,:Stator voltage vector; A:Rotor
flux vector; w,:Primaryangular velocity; o,:Rotational angular
velocity; o,:Slip angular velocity; 0,:Induction motor torque;
r :Wheel radius (0.43111); G :Gear ratio(3.01); P Number ofpole
pairs (2); R,:Stator resistance; R,:Rotor resistance; L,:Primary
self inductance; &:Secondary self inductance; M Mutual
inductance; J: Moment of inertia ofa drive system; 51:The load
torque corresponds to the adhesion; -n : n means a number of
induction motor;

where
Awr is defined as the calculated slip frequency difference.
The axle speed difference AF't lonmbelow is calculated by the
torque component current of each motor as follows.

3.6r

AVt=-Aub

PG

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D. Slip Detection wifhoufSpeed Sensor

Since the torque current of each induction motor behaves as
mentioned above, a threshold is set in the torque current
differencesbetween two motors to detect slips. Figure 5 sbows
the diagram of slip detection. Regarding the wheel acceleration,
we use the motor speeds derived from the vector con!~ollerand
the same detection method as the one commonly used in the
conventional anti-slip readhesion control with speed sensor.

VI

qf

E. Adhesion Presumption

We propose a new approach to presume adhesion force

between wheel and rail without speed sensor. The load torque
4 equivalent to adhesion torque is expressed by the following
e&atioo from the state equation (I) of the chive system
(9)
The torque r,, is calculated by the following approximate
'is a reference value of rotor flux linkage.
expression, where 6

Not to use a speed sensor, d q . 2/dtis presumed from (1 1).

VI

The slip angular velocity

adhesion run.

qt

of u1-2 is expressed by (12) in

The flux b2
hardly changes when the 2nd wheel starts
slipping. Theref&e, the differentiation of o,-~is approximated
by (W.

Substitute (13) into (1 1) and some manipulation of (9) lead to

the load torque that is equivalent to the presumed value of
decreased adhesion.
It is possible to recover the torque current on the basis of the
presumed value after readhesion.

Fig. 3 Vestor diagrams wbm a slip OCNFJ.

(Withan c " n t " a t mImL 'Ibe 2nd $ha17is st slip)

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VI

remains. So the axle 2 slips again when torque is recovered after

readhesion. From OUT experience of running tests with anti-slip
control without adhesion presumption, slip-stick repetition as
shown in Fig. I occurs when adhesion force between wheel and
rail is much lower than tractive force[7].

'T

30

'

OD

I .o

0.5

1.5

2.0
TimC (roe)

1,600

am

1.400

1W

6m

P
E l,wo

Fig.4 Vest01 diagrams when Islip w m .

(Withconstant mat control. The 2nd shafl is at slip)

0600

b
Ii ilLLiI

coqarater
comarater

+
L

iiq 2

ft-

4W

q+-+

--

Slip detection signal

0.0

i a,,.
,

I,<,

I0

0.5

lW

..........
2.0

I5
Tm.l".)

Fig. 6 Responseswhen a slip occu~s.

(10%decrease in adhesion force,with speed s")

Fig.5 Method to detect slips ethos speed s e "

v. SlMUL4TlON
In this chapter, we perform simulation to verify the
effectiveness of the proposed anti-slip readhesion control
method with a two-motor (IM-1 and IM-2) drive system fed by
one inverter. In case of the slip detection system with s p e d
sensor, a speed difference of 0.81r" (between the vehicle
speed and the speed of slipping wheel) and the wheel
acceleration of 5 W s are set as thresholds. Normally the
threshold value of O S k " is the limit of the conventional antislip readhesion control with speed sensor. In case of the
proposed control without speed sensor, slips are detected by the
torque current difference of 30A between the two motors. In the
simulation, adhesion i.e. load toque
was suddenly
decreased when the time was 0.lsec. The amount of adhesion
drop is 10% in Figs 6,7 and 8.
Figure 6 shows the simulation results of torque and current in
case of conventional anti-slip readhesion control with speed
sensor. It is difficult to detect small slips by the conventional
control method with speed sensor (Fig. 9). Therefore, the torque
reel
of adhesion axis (IM-I) increases, which will cause all-axle
slip.
Figure 7 shows the simulation results when a slip is detected
without speed sensor. By the proposed method of slip detection
based on the current difference, slip was detected very quickly.
This time we assume that adhesion drop of the wheel axle 2

0.0

1.0

0.5

1.5

2.0
rims (sec)

1,m

E 1.w

200

i '.I,
..,
I

.....

...

.......

IW

IC,

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Tberefare, even if a speed sensor is not used, a threshold for slip

detection can be set up 6om the " n t difference and motor
parametem

Figure 8 shows the characteristics of readhesion control with

adhesion force presumption. The presumed adhesion force is
almost the Same as the decreased adhesion, good presumption of
adhesion force is performed.
Figure 7 and 8 prove the effectiveness of the anti-slip
readhesion control without speed sensor.

VI. RUNNINGTESTS RESULTS

In this chapter, the relation between wheel peripheral speed
and motor current for each motor was described in running test
using shinkansen.
Figure 9 shows the test electric multiple-unit (e.m.u). We
sprayed water on the rail in front of the axle No. 4 of the vehicle
for measurement Figure IO shows a block diagram of the
tractionmotor circuit. An inverter with vector control feeds four
traction motors. Figure 11 shows the test results of a nnming
test of slips. Slips occur at three sections,from I7sec to ZOsec,
from 22sec to 28sec and from 33sec to 38sec. In this paper, we
analyze the section which does not detect slips between I7sec
and ZOsec. In that section,the axle No.4 starts slip first, because
of sprayed water in front, and then otber wheels slip. As
described in the above section, the toque of the slipping axles
decreases and that of the adhering axles increases.
Figure 12 shows the characteristic between cwent difference
and speed difference, in which there is a linear relationship.
Equation (14) is derived by substituting parameters of traction
motor for (8). The experimental values as shown in Fig. 12
agree well with the theoretical values that derived from (14).
Avt'(1- 4) =0.022 ( i i q _ i -iir.4)

I
1-1

i
:

12

17

22

i w

27

32

37

42

II.&~

i,aec,,.h*

(14)
12

17

22

Fig.11 T c ~ results
t
of a d

27

32

'

37

42

g t u t when slips m m .

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ACKNOWLEDGMENl
1.0

This study was supported by the Program for Promoting

Fundamental Transport Technology Research. The authors wish
to thank the Corpo&on for Advanced Transport 8 Technology
(CAlT).

REFERENCES

-15
-3.0
J.5

[I] KYuld, A.Ujiie et al., Development ofHigh Perfamanss Traction Drive

System without Speed Sensors, in Proceedings of 20W lntemational
Pow= Elemonics Conference (IPEC-Tokyo 2000). pp.1373-1378
[2] KKondw, K Y u h et al., Corm1ChractRislics of an Induction Motor
Speed Sensorless Conml System for the Railway Vehicle Traaion, in
Roceedbgs of 2002 Power Conversion Conference-Osaka (PCCOSAKAZ002), pp.861-866
Improvement of nadbesive chnraCterirtics of
[3] T.Watanabe, M.0e l d c motor vehicles by Slip Velocity Feedback.Tarque CnnuaL
Sp&
in Proceedings of the 1992 Symposium on Power Elatmaier,
Eleshical Drives, Advanced Electrical Motors (Speedam), pp.373-378
Xealiration of Anti-slip/sIide Control in Railway
[4] T.Watanabe,M.0Motor Vehicles by Slip Velocity Feedback Torque C o n m Y ~in
Proceedingsand applications(EPE93),Vol. 6, pplS6-161
[5] T.Watanabe, MOpasa, S.Ohe, Improvement of Rc-adhesivs
Characteristics of E l d c Motor vehicles, in Roceeding of the 1993
ht-tional
Conference on speedup Technology far Railway and Maglev
Vehicles (STECH93). pp.243-247
[6] T.Watanabe, S.Ohc, M.0ga.q Tmctical Methai of Readhesion control
faElectric mot^ Vehicles with Three Phase Drives, in Rocadings of
6* Elowean Confmcc on PowerEleomnics and AwlicatimWE95).

i!
I

Fig. 12 Liner sharactnistitie b e e n current difference and sped difference

1.0 r

290

288

Vol2, pp 448452

Fig.13 Behavior ofspeed difference md mm1 d i t T m c e between the I axle

and 4 axles when slip ocnns. (from 1 6 s to 2 2 s )

[7] T Watanabe. M Yamanaka. Adhaion Phmomma and 0pmJhm of

Readhenon Cmml for HI& Swcd ShlnLansen Tram wth whecl-hl
Adhesion Rediction, in hoc;edmg of World Cong!cso on Railway
Research 1997 (WCRR97), Vol. D,pp.359-364
[8] T.Watanabc,Application of Anti-slip R d c s i m Cone01 with Adhesion
Prediction to Caamutu Electric Multiple Units, in Roceedinp of
international Conference Railway Traction Systems (RTSOl)
[9] T.Watanabc, M.Y-hiR
A Novel Anti-slip C m m l withoar S p e d
S e f~ E l d c Railway Vehicles, in Roceeding of IECON2Wl
[IO] T.Watanabe, M.Yamaohita, Baric-Shdyof Anti-slip Conml without
Speed SeosOr f~ Multiple Motor Drive ofEle&ic Railway Vehicles, in
Rosadings of 2002

Figure 13 showsthe relation of the speed difference AVt(l-4)

calculated from PG sensors and the speed difference AVf (14)
estimated fi.om the cnrrent difference. The speed difference
AVr(l4) agrees well withthe speed difference AVt(1-4). From
this characteristic, it is expected that not only the speed
differences hut also accelerations for slip detection can be
estimated satisfactorily.

POrVcr

convmion C o n f m n C o O ~ (Pcc-

OSAKA2002).pp.IO2b1032

VI. CONCLUSION
This paper proposed a novel anti-slip readhesion control
method without spe-ed sensor for electric railway vehicles with
multiple induction motor drive, as summarized below.
I) It is possible to detect slips by tinding the torque current
difference of each induction motor.
2) The proposed method makes it easier to detect small slips
than conventional method with speed sensors.
3) Simulation and running test results show the effectiveness
of the proposed anti-slip readhesion control without speed
sensor.

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