1. Introduction
The linear induction motor (LIM) has been widely studied as a transportation system running in urban areas owing to its low noise, environmentally friendly factors that do not generate dust, and its excellent performance on slopes and around sharp curves. An LIM is a system that levitates and is propelled through the interaction of the rails and vehicles using the power of an electromagnet. It comprises, primarily, a levitation system and a propulsion system. In the levitation system, as shown in
Figure 1b, the train guide generates an attraction force through the lower part of the rail to levitate the train. As shown in
Figure 1a, the propulsion system generates magnetic flux using an electromagnet mounted on the train, linking it to the rail. Subsequently, the linkage magnetic flux generates a counteracting flux in the direction of the train on the rail. Consequently, the train and rail are attracted and repelled by the correlation between the magnetic flux generated by the electromagnet mounted on the train and the counteracting magnetic flux of the rail. The LIM generate thrust for propulsion through attraction and repulsion—a normal force being generated in the rail direction. Therefore, to generate the thrust required to propel the train, a normal force that does not contribute to the propulsion of the train is generated. In addition, because the normal force is generated in the opposite direction of the levitation force of the train, the levitation system must overcome gravity and normal forces, and float the train. In other words, the unnecessarily generated normal force is a factor that destabilizes the levitation system of the train, it being a potential safety problem due to train levitation failure. It also induces additional energy consumption in both the propulsion system and the levitation system, thereby reducing efficiency [
1]. Therefore, for the efficient operation of trains, a train control technique that reflects the characteristics of linear devices is required.
For LIM control, a control method using slip frequency and a method using indirect vector control were widely studied. The slip-frequency control method was used because of its independence from parameter fluctuations and ease of implementation. Because the linear motor is based on an induction motor, the size of final load
fluctuated according to slip, as shown in
Figure 2a. Accordingly, the ratio of the current for magnetization and the current for propulsion fluctuated. As shown in
Figure 2b, the magnitude of the input current required for operation based on the slip increased when the slip was large, and decreased when the slip was small [
2,
3,
4,
5].
Because the LIM is a system based on an induction motor that cannot directly control the slip, the slip frequency (having a proportional relationship to the slip) was used. Accordingly, a study was conducted on a method of improving efficiency through the size of the slip frequency [
6,
7,
8]. However, slip is a factor related to the normal force that affects the potential failure of the train. There is also a problem in that normal force increases when the size of slip frequency decreases [
9].
In [
8], a fixed slip-frequency control method was proposed that used fixed high slip frequency that did not fail to levitate the train. However, by using the same slip frequency in the operating bands of all trains, a problem occurred in that operating efficiency was lowered by using the same slip frequency, even in sections where high slip frequency was not required (on the basis of train operating conditions). Subsequently, a study of a variable slip-frequency control method was conducted to change the slip frequency on the basis of the operating conditions of the train to lower the slip frequency while limiting the normal force of the LIM [
10].
Second, as a method, an indirect vector control method was proposed that is widely used in rotary induction motors with fast response and excellent performance [
11]. However, for indirect vector control, the air-gap magnetic flux must be kept constant, but is difficult to apply in the LIM because the air-gap magnetic flux fluctuates during train operation owing to the characteristics of linear devices. In [
12,
13,
14,
15], a method was presented using the current of the
d axis, which is the axis where the magnetic flux of the motor is generated during the vector control of an induction motor. The attenuated magnetic flux was compensated by controlling
d-axis current
. However, this method also had a problem, in that
associated with the thrust force fluctuated to maintain the slip frequency constant when
was changed to compensate for the attenuated magnetic flux, as shown in slip angular velocity Equation (1) of indirect vector control (here,
means the current in the
q axis generating torque in the
d-
q axis for vector control):
where
is the slip angular velocity,
,
is rotor winding impedance,
is rotor winding resistance,
is the d-axis current (air-gap magnetic flux), and
is the q-axis current (thrust).
Accordingly, in [
16], a control method using both indirect vector control and variable slip-frequency control was proposed. When the
value was changed to compensate for the air-gap magnetic flux,
changed using
such that the slip value was within the allowable range. However, because this method was not a result derived through mutual mathematical analysis of train operating conditions, it was difficult to guarantee safety because the exact normal force was unknown. In addition, because all input values for each condition must be derived through direct experiments, the process costs much time and money. For this reason, maglev trains currently in operation utilize a fixed slip-frequency control method that can guarantee train safety. Therefore, in order to improve train efficiency while ensuring safety, it is necessary to analyze the mutual influence through mathematical analysis of the slip, normal force, and propulsion force. On the basis of the analyzed data, if the calculated slip frequency is instantaneously changed on the basis of the operating conditions of the train, it is possible to safely and efficiently operate the train (the proposed method increases efficiency by using the ratio of slip frequency, normal force, and traction force, which are the characteristics of electromagnetic-suspension-type LIM. Therefore, it is difficult to apply this method to types of maglev trains with different structures and driving methods).
The remainder of this paper is organized as follows. In
Section 2, the mathematical relationship between normal/propulsion force and slip frequency is analyzed through an investigation of the relationship among normal force, propulsion force, slip, and slip frequency. After that, through the derived equation, the change in efficiency within the limited normal force is presented. Consequently, a control algorithm for controlling the proposed method is presented. In
Section 3, the effect is shown through simulation. In
Section 4, experimental evaluation conducted using actual vehicles running on the island of Yeongjong, Korea is summarized. Lastly,
Section 5 presents our conclusions.
3. Simulation
In order to perform the simulation under the same conditions as those of the actual train, the data of a train that was actually operated were used as input values, as shown in
Figure 6a, through which the current command and slip required for control of the slip frequency was derived and utilized. The black waveform represents the speed pattern of the train, and the blue waveform represents the driving-force waveform of the train. For efficiency comparison, total power consumption and generated normal force were compared between the conventional method using a slip frequency of 13.5 Hz, and the proposed method in which the slip frequency fluctuated during train operation based on the operating conditions. In the proposed method, the margin rate of the limited normal force was set to vary between 9.5 and 13.5 Hz according to the applied operating conditions.
Figure 7 compares the results of the existing control method and the proposed method.
Figure 7a shows the accumulated power consumption while the train was running. The existing control method of the red curve consumed approximately 140 Wh of power while operating under the same conditions and section, whereas the proposed method of the black curve consumed approximately 116 Wh of power, an improvement of approximately 24 Wh, which is a reduction in power consumption and an efficiency improvement of approximately 19.6%.
Figure 7b shows the normal force change during train operation. When a margin ratio of approximately 30% was compensated for safety from the actual train’s limited normal force, the limit value was about −2.5 kN, called the critical normal force. If the normal force falls below this value, levitation fails. Looking at the waveform in
Figure 7b, the maximal generated normal force of the conventional method was −2.04 kN, and the maximal generated normal force of the proposed method was −2.45 kN. Both systems were in the safe area. Therefore, when using the proposed method, efficiency increased by approximately 17.14%, but it was confirmed that the efficiency improvement of the proposed method was effective because the train was running within a safe range of normal force.
4. Experiment
Figure 8a shows the LIM train of Incheon International Airport in Korea used for the experiment. In order to compare train efficiency, the power system installed on the train and inverter power were directly measured.
Figure 8b shows the train’s operating route used in the experiment. Five sections were operated over one round trip from Station 101 (the start station) to Station 106 (the end station).
Table 3 shows the specifications of the trains used in the experiment; the train was composed of 1 car and 2 trains. For comparison, the widely used 13.5 Hz slip-frequency fixed control method and the proposed slip-frequency variable-vector control method were compared. To increase the reliability of the experiment, it was conducted in triplicate, and results were calculated using the average. Lastly, the train was operated using the automatic-train-operation (ATO) method [
18], an automatic train control system that propels, rides, and brakes trains according to given commands. The ATO was used for train operations because it reduces the deviation of experiment results using train drivers and quickly responds to slip-frequency fluctuations during operation.
Figure 9 and
Figure 10 show the accumulated power consumption of each part according to actual train operation.
Figure 9 shows the operating results from Station 101 to Station 106, and
Figure 10 shows the train operating results from Station 106 to Station 101.
Figure 9 and
Figure 10a show the results of the conventional train control method, and
Figure 9 and
Figure 10b show those of the proposed control method. In each curve, the green line represents the total amount of consumed power to float the train, the blue line represents the total power consumption used to propel the train, and the red line represents the sum of the power consumption of propulsion. Lastly, the black line indicates the speed of the train. The moment when the curve changed in value was when the train was running between the stations, and the moments when the curve had no value indicate the waiting time after arriving at the station. To exclude the effect of energy consumption caused by differences in waiting times at each station on the results, the consumed energy during the waiting time at each station was removed from the actual comparison. In addition, the test train was used when comparing the actual consumed energy twice as often as the measured value in the two trains.
Table 4 shows the results of comparing the two methods in consideration of the elimination of reverse waiting time, and (1) quantity and (2) schedule. When moving from Station 101 to Station 106, the total power consumption of the existing method was 27.74 kWh, and the total power consumption of the proposed method was 25.12 kWh. When using the proposed method, there was approximately 2.62 kWh (9.45%) increased efficiency. When moving from Station 106 to Station 101, the total power consumption of the existing method was 27.8 kWh, the total power consumption of the proposed method was 23.64 kWh; when using the proposed method, there was approximately 4.16 kWh (14.96%) increased efficiency. As a result, efficiency increased by approximately 6.78 kWh (12.2%) when using the proposed method, to 55.54 and 48.76 kWh, respectively, from Station 101 to Station 106.
5. Conclusions
In this study, as part of our research on improving the operating efficiency of a maglev train using an LIM, the relationship between train slip frequency, normal force, and propulsion force was analyzed through a mathematical study. Using the analytical results, the slip frequency having the optimal efficiency was derived on the basis of the train’s operating conditions while limiting the normal force to the extent to which the levitation system of the train did not fail. Subsequently, slip frequency was changed according to the operating conditions of the train in real time. Through the ATO driving system, a simulation test in which slip frequency was varied on the basis of the driving conditions of the train while it was running, and an experiment using an actual train were conducted. As a result of the simulation test for one operating section in which the actual train was running, when the proposed method was used rather than the existing fixed system slip frequency of 13.5 Hz, a cumulative power-consumption decrease of approximately 24 Wh and an efficiency gain of approximately 17.14% were achieved. These results confirmed that the efficiency improvement using the proposed method was significant. In the case of the experiment, when the proposed method was compared with the existing fixed system slip frequency of 13.5 Hz, the cumulative power consumption decreased by approximately 6.78 kWh and efficiency increased by approximately 12.2%. Through this, we verified that the proposed method is more efficient than the existing method is (the proposed method uses LIM characteristics, which are suitable for low- and medium-speed types. Therefore, it is difficult to apply to maglev trains with different structures and principles, such as superconducting-repulsion or permanent-magnet types).