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Comparative characteristics of induction motor traction drives for electric railway vehicles

机译：电动铁路车辆感应电动机牵引驱动器的比较特性

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Traction drives with induction motors are widely applied to railway vehicles. Microprocessor control of such drives makes it possible to achieve any TE-v curve traction characteristic curve (traction characteristic curve, tractive effort-speed curve,) of rail vehicles powered by these drives. The TE-v curve of a particular vehicle depends in practice on the train resistance characteristic as a function of the vehicle speed. In this article, there were described the two control regions of the force-speed curve or torque-speed curve of the induction traction motor, for the stator voltage frequency lower and higher than the rated frequency of the motor. On the one hand, the decrease in the pullout torque with decreasing stator voltage frequency was considered. To maintain the constant pullout torque in the region of lower frequencies, one must take into account a significant increase in stator currents drawn by the traction motor at low frequencies. It may cause the necessity of applying traction converters for larger currents compared to those occurring at the operating point at the rated frequency. On the other hand, the occurrence of the weakened power region (the high speed region) on the TE-v curve was considered. In this region, the maximum tractive effort increases with squared vehicle speed. Merits and drawbacks of TE-v curves of particular vehicles were discussed considering the differences in train resistance characteristics. The increase in the initial value of the train resistance at starting was taken into account by the authors. As it was proved by comparing TE-v curves of various rail vehicles, the problem of increase in the initial value of train resistance has little significance in the case of EMUs and passenger trains hauled by a locomotive but it has great significance in the case of heavy cargo trains and articulated high-speed trains. In this case, this phenomenon cannot be neglected. To analyze correctly performance of particular trains, it should be revealed and shown the phenomenon of an increase in the values of initial train resistance on the curves of train resistance. Some rolling-stock manufacturers show these phenomena. This rule should be accepted as good practice by all rolling-stock manufacturers.
机译：带有感应电动机的牵引驱动器已广泛应用于铁路车辆。通过这种驱动器的微处理器控制，可以实现由这些驱动器提供动力的轨道车辆的任何TE-v曲线牵引特性曲线（牵引特性曲线，牵引力-速度曲线）。实际上，特定车辆的TE-v曲线取决于作为车辆速度的函数的列车阻力特性。在本文中，描述了感应牵引电动机的力-速度曲线或转矩-速度曲线的两个控制区域，用于定子电压频率低于和高于电动机的额定频率。一方面，考虑了随着定子电压频率的减小而使拔出转矩减小。为了在低频区域中保持恒定的拔出扭矩，必须考虑到牵引电动机在低频时汲取的定子电流的显着增加。与在额定频率下工作点上出现的电流相比，可能需要为更大的电流应用牵引变流器。另一方面，考虑了在TE-v曲线上出现弱功率区域（高速区域）的情况。在该区域中，最大牵引力随车速的平方增加。考虑到列车阻力特性的差异，讨论了特定车辆的TE-v曲线的优缺点。作者考虑了启动时列车阻力初始值的增加。通过比较各种轨道车辆的TE-v曲线可以证明，列车阻力初始值增加的问题对于动车组和机车牵引的旅客列车而言意义不大，而对于动车组而言，意义重大。重货火车和铰接式高速火车。在这种情况下，这种现象不能忽略。为了正确分析特定列车的性能，应该在列车阻力曲线上揭示并显示出初始列车阻力值增加的现象。一些机车车辆制造商显示了这些现象。所有机车车辆制造商都应将此规则作为良好实践来接受。

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