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IEEE TRANSACTIONS ON INDUSTRIAL ELECTRONICS, VOL. 58, NO. 11, NOVEMBER 2011 5041

New Configuration of Traction Converter WithMedium-Frequency Transformer Using

Matrix ConvertersPavel Drábek, Member, IEEE, Zdenek Peroutka, Member, IEEE, Martin Pittermann, and Marek Cédl

Abstract—This paper presents a new configuration of a maintraction converter with a medium-frequency transformer (MFT)using matrix converters intended for locomotives and partic-ularly for suburban units supplied by a 25-kV/50-Hz and/or15-kV/16.7-Hz ac electrification system. Single-phase matrix con-verters are employed in the primary medium-voltage converterwhich is directly connected to the ac trolley line. The output of theprimary ac/ac converter supplies the primary side of the MFT. Theproposed MFT-based topology of the traction converter replacesthe bulky main line transformer found on board railway vehicles.Particularly in countries with a catenary of 15 kV/16.7 Hz, verylow catenary frequency results in huge and heavy traction trans-formers. The developed topology is a power electronics solutionthat considerably reduces weight and losses in a traction propul-sion system. The proposed converter configuration with cascadedmatrix converters on the primary side of the MFT presents a newresearch direction in the field of traction converters with MFTs.This paper describes in detail the proposed power circuit andthe control of the traction converter. The behavior of the tractionconverter configuration has been analyzed using simulations andexperimental tests carried out on a developed low-voltage labora-tory prototype of a traction converter with a rated power of 4 kVA.Based on extensive simulation and experimental study, this paperreviews the benefits, drawbacks, and constraints of the developedtraction converter configuration.

Index Terms—AC–AC converters, locomotive, matrix con-verters, medium-voltage converters, power conversion, railtransportation.

I. INTRODUCTION

THIS RESEARCH has been motivated by the industrialdemand for a design of a traction converter with a

medium-frequency transformer (MFT) using matrix convertersto replace the bulky main line transformer found on boardrailway vehicles.

Manuscript received December 6, 2010; revised March 1, 2011; acceptedMarch 15, 2011. Date of publication April 5, 2011; date of current versionSeptember 7, 2011. This work was supported by the European RegionalDevelopment Fund and Ministry of Education, Youth and Sports of the CzechRepublic, under Project CZ.1.05/2.1.00/03.0094: Regional Innovation Centrefor Electrical Engineering, and in part by the Czech Science Foundation underProject GACR 102/09/1164.

P. Drábek, M. Pittermann, and M. Cédl are with the Department of Electro-mechanics and Power Electronics, University of West Bohemia, 306 14 Pilsen,Czech Republic (e-mail: [email protected]; [email protected]; [email protected]).

Z. Peroutka is with the Regional Innovation Centre for Electrical Engi-neering, University of West Bohemia, 306 14 Pilsen, Czech Republic (e-mail:[email protected]).

Color versions of one or more of the figures in this paper are available onlineat http://ieeexplore.ieee.org.

Digital Object Identifier 10.1109/TIE.2011.2138114

The recent trend in the research of new traction convertertopologies for multisystem locomotives, trains, suburban units,and vehicles supplied by ac electrification systems is stronglyoriented toward the reduction of the weight and dimensions ofa new generation of electrical equipment used in these vehicles[1]–[11]. The investigated traction converter configurations areoften inspired by known topologies from switching powersupplies, which are however operated at dramatically differentpower levels. One of the perspective configurations of the newtraction converters is a topology employing an MFT. The ben-efits of medium- or high-frequency transformers in comparisonwith conventional transformers are well known, e.g., in theaerospace industry [12]–[14].

The use of an MFT in the main traction converter requires acomplex reworking of its configuration. The input part of a newtraction converter is composed of a primary medium-voltagefrequency converter which is directly connected to the actrolley line (without an input transformer) and supplies theprimary winding of the MFT at a frequency significantly higherthan the frequency of a catenary. The primary medium-voltageconverter is, in general, a major research challenge. Theexisting solutions published in the literature mostly use indirectfrequency converters at the primary side of the MFT [3],[10], [11]. A further interesting configuration of the primaryconverter represents the ac/ac modular multilevel converter(M2LC) topology introduced, e.g., in [4], [9], and [15]–[18].

The previously mentioned solutions all have various disad-vantages, e.g., indirect frequency converters demand bigger ca-pacitors in the dc bus and the M2LC topology contains a highernumber of switching devices in comparison to the indirect ordirect converter topology. One power cell at the primary trans-former’s side of the M2LC topology has four arms, and eacharm includes four insulated-gate bipolar transistors (IGBTs),i.e., 16 IGBTs per cell, whereas either the direct or indirecttopology contains only eight IGBTs per primary power cell.

Many papers are oriented toward applications with three-phase matrix converters [19]–[29] as a replacement for standardthree-phase indirect frequency converters. The use of matrixconverters at the primary (medium-voltage) side of the MFTis a new research direction which is discussed in this paper.

A similar idea, i.e., the primary matrix converter, was alsopresented in [30]. Hugo et al. [30] use a separate MFT for eachconverter power cell. In contrast, our converter uses multipleprimary windings of the MFT (see Fig. 3) which secures naturalvoltage balancing of the input filters on the primary powercells. Moreover, this paper also presents new converter controlmethods.

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5042 IEEE TRANSACTIONS ON INDUSTRIAL ELECTRONICS, VOL. 58, NO. 11, NOVEMBER 2011

Fig. 1. Configuration of a conventional traction vehicle fed from the acelectrification system with a heavy low-frequency transformer at input.

Fig. 2. Configuration of a new traction converter with the MFT.

The aim of this paper is to examine the benefits and draw-backs of the traction converter with single-phase matrix con-verters at the primary side of the MFT.

This paper is organized as follows. First, the proposedconfiguration of the new traction converter with the MFTemploying matrix converters at the primary (medium-voltage)side of the transformer is presented. Second, the developedcontrol of both primary and secondary converters is described.Third, the behavior of the designed small-scale prototype of thetraction converter is analyzed by simulations and experimentsunder steady-state and selected transient conditions. Finally,the benefits, drawbacks, and constraints of the proposed newconfiguration of the traction converter are presented in the finalsection of this paper.

II. CONCEPT OF NEW TRACTION CONVERTER WITH MFT

In the conventional topology (see Fig. 1), the traction con-verter uses a heavy low-frequency transformer at its input.There is a huge problem with the input transformer, particu-larly with the ac 15-kV/16.7-Hz electrification system, whereultralow catenary frequency results in a bulky transformer.As described in the previous section, one of the prospectivemethods of overcoming the aforementioned constraints is anew traction converter using an MFT. The configuration of thetraction converter with the MFT is shown in Fig. 2. The tractionconverter consists of an input filter [medium-voltage input filter(MVF)], a primary medium-voltage converter (MVC) supply-ing an MFT, and the main traction drive converter (TDC).

Fig. 3. Proposed configuration of a new traction converter with an MFT usingcascaded single-phase matrix converters on the primary transformer side.

The input converter (MVC presented in Fig. 3 and describedin Section III) regulates the input line voltage to the appropriatewaveform for the MFT (in general, it increases the frequency atthe MFT).

The MFT secures galvanic insulation between the input andoutput and adjusts the output voltage level.

The output traction converter (TDC) connected at the sec-ondary side of the MFT supplies the traction motors.

In this paper, we propose a new matrix converter-basedconfiguration of the primary medium-voltage converter (MVC)which is explained in detail in Section III. The output tractiondrive converter is based on an indirect frequency converterconsisting of a voltage-source active rectifier and a voltagesource inverter.

III. PROPOSED PRIMARY MEDIUM-VOLTAGE CONVERTER

BASED ON SINGLE-PHASE MATRIX CONVERTERS

Fig. 3 shows the proposed configuration of a new tractionconverter with an MFT. We have used the MFT with several pri-mary windings and only one secondary winding. The primarywindings are supplied by the input medium-voltage converterwhich, in our case, is composed of cascaded cells (each cellrepresents one frequency converter). Each cell supplies oneprimary winding of the MFT. The particular cells are basedon a single-phase matrix converter. The power circuit for theproposed single-phase matrix converter must, of course, becompleted on the catenary side by an input medium-voltage fil-ter (reactor LF and capacitor CF ). The single secondary wind-ing of the MFT supplies a single-phase voltage-source activerectifier of the main traction drive converter (TDC). The filterwith a capacitor is situated at the input of the matrix converter,and the inductive load (winding of the transformer) is connectedat its output. These facts have to be taken into account bythe matrix converter control—it cannot short-circuit the inputterminals and disconnect the output terminals at the same time.

A detailed scheme of the power circuit for the single-phasematrix converter is shown in Fig. 4. Switching states definingbasic switching vectors for the given matrix converter config-uration are also shown in Fig. 4. The matrix converter control

DRÁBEK et al.: NEW CONFIGURATION OF TRACTION CONVERTER WITH MFT USING MATRIX CONVERTERS 5043

Fig. 4. Configuration of the power circuit of a single-phase matrix converterand its switching vectors.

Fig. 5. Developed small-scale prototype of the proposed traction converterwith an MFT using matrix converters.

uses a regular sequence consisting of three switching vectors(“1,” “−1,” and “0”).

A conventional four-step commutation with observation of aproper matrix current and voltage polarity has been used for thetransitions between the switching vectors. For more details onthe employed commutation strategy, see, e.g., [28].

Fig. 5 demonstrates the basic ideas of the operation principleof the proposed traction converter. The input sine-wave trolleyline voltage of either 50 or 16.7 Hz is chopped to the medium-frequency voltage waveform in our case with a frequency of400 Hz (in general, it can have a frequency of up to a fewkilohertz). This medium-frequency voltage is fed into the pri-mary winding of the MFT. The secondary single-phase voltage-source active rectifier connected at the secondary winding of theMFT processes this medium-frequency voltage waveform andsecures a constant dc-link voltage at its output which is used

Fig. 6. Block scheme of the proposed master control of the whole converterset by the secondary voltage-source active rectifier: Description of the basiccontrol concept.

by the TDC’s voltage source inverter supplying the tractionmotors.

The developed configuration of the traction converter re-quires specific control of both the primary and secondaryconverters. We proposed various control strategies for this newtraction converter—some of these have already been introducedin our previous papers:

1) control of the matrix converter by means of insertingzero-voltage vectors [31];

2) master control of the whole converter set by the secondaryvoltage-source active rectifier [31];

3) matrix converter control based on the hysteresis controlof the trolley line current.

Based on our extensive simulation and experimental study,we can conclude that the control ad 2) “master control of thewhole converter set by the secondary voltage-source active rec-tifier” achieved the best results and therefore will be discussedin this paper.

IV. PROPOSED TRACTION CONVERTER CONTROL

The proposed control of the investigated traction converter isdescribed in Fig. 6 (basic control idea) and Fig. 7 (detail controlscheme). The secondary voltage-source active rectifier takesthe pulse-amplitude modulated current (i.e., the bipolar square-wave current of 400 Hz modulated by a sinusoidal waveformof the fundamental trolley line frequency) from the MFT. Thecurrent control at the secondary active rectifier is secured bythe fast and robust hysteresis control of the current on therectifier ac side. The primary matrix converters are operated ina synchronized square-wave control which assembles the phasecurrent of the secondary active rectifier to the sine-wave of thefrequency which is equal to the fundamental frequency of thetrolley line (either 50 or 16.7 Hz). This “reconstructed” currentis taken from the input medium-voltage filter. The amplitudeand phase shift of the trolley line current is controlled only bythe secondary active rectifier.


Fig. 7. Detail block scheme of the proposed control of the developed tractionconverter: Master control of the whole converter set by the secondary voltage-source active rectifier and square-wave control of the primary matrix converters.

The measured ϕ and required ϕw phase shift between thetrolley line voltage and current are led to the phase shift con-troller proportional-integral controller (PI) [32]. The controlleroutput ϕsc is used for shifting the phase current for the sec-ondary active rectifier. The amplitude of the phase current of thesecondary active rectifier is commanded by the PI controller ofthe dc-link voltage (Udsc) of the secondary active rectifier. Thematrix converters on the primary side of the MFT are simplycontrolled by a synchronized square-wave control. The regularswitching sequence synchronized with the trolley line voltageassembles the phase current of the secondary active rectifier,which is composed of 400-Hz square waves modulated by asine wave with a frequency equal to the fundamental frequencyof the trolley line, to the sine wave having a frequency equal tothat of the fundamental trolley line. The “reconstructed” currentwith a frequency of 50 or 16.7 Hz is, as described earlier, takenfrom the input medium-voltage filter.

V. SIMULATION AND EXPERIMENTAL RESULTS

We have developed a small-scale prototype of the investi-gated traction converter (see Fig. 8). The parameters are asfollows: emulated trolley line voltage Ut = 230 Vrms/50 Hz;the input filter of each primary cell consists of LF = 5 mH andCF = 20 uF; the clamping reactor on the secondary side of theMFT LSC = 1 mH; the capacitor in the dc link of the secondaryactive rectifier CSC = 4 mF.

The traction converter is controlled by the strategy describedin Section IV. The sampling frequency of the control loop is20 kHz. The average switching frequency of the secondaryactive rectifier is 2.5 kHz, and the switching frequency of theprimary matrix converters is 800 Hz. The required dc-linkvoltage of the secondary active rectifier was 400 Vdc, and themaximum current at the ac side of the secondary rectifier wasset at 15 Arms.

The behavior of the designed small-scale prototype hasbeen analyzed in detail by simulations and experiments made

Fig. 8. Laboratory model of the traction converter with MFT using two single-phase primary matrix converters (rated power of 4 kVA).

Fig. 9. Simulation: Steady state; rectifier mode; 2-kW load; trolley linevoltage and current—ut and it; voltage and current at secondary transformerwinding—uSC and iSC .

under both steady-state and selected transient conditions (seeFigs. 9–19). The developed experimental model of the tractionconverter has been, during testing, directly connected to thepower grid in order to achieve both the rectifier and invertermode. Fig. 9 analyzes the trolley line voltage and current (ut

and it) and the voltage and current at the secondary windingof the MFT (uSC , iSC) under steady-state conditions. Theconverter was operated in the rectifier mode with a load of 2 kW.The required phase shift between the trolley line voltage andcurrent was set to ϕw = 0◦. Fig. 10 shows the result of theexperiment conducted under the same conditions as the sim-ulation in Fig. 9. Fig. 11 explores the behavior of the tractionconverter in the inverter mode under steady-state conditions;the load power was of 1.5 kW. The required phase shift ϕw wasagain set to 0◦.

Fig. 12 shows the result of an experiment made under thesame conditions as the simulation in Fig. 11. Figs. 13 and 14document the behavior of the developed traction converterprototype under selected transient conditions. Fig. 13 shows


Fig. 10. Experiment: Steady state; rectifier mode; 2-kW load; Ch1—ut,Ch2—it: 10 A/100 mV, Ch3—iSC : 10 A/100 mV, and Ch4—uSC .

Fig. 11. Simulation: Steady state; inverter mode; 1.5-kW load; trolley linevoltage and current—ut and it; voltage and current at secondary transformerwinding—uSC and iSC .

Fig. 12. Experiment: Steady state; inverter mode; 1.5-kW load; Ch1—ut,Ch2—it: 1:10, Ch3—iSC : 1:10, and Ch4—uSC .

Fig. 13. Experiment: Transient state; step change of demanded phaseshift ϕw = 0 → −45◦; rectifier mode; 1-kW load; Ch1—ut, Ch2—it:10 A/100 mV, Ch3—iSC : 10 A/100 mV, and Ch4—udSC .

Fig. 14. Experiment: Transient state; step change of dc-link voltage of sec-ondary active rectifier Ucw = 400 → 350 V; 1-kW load; Ch1—ut, Ch2—it:10 A/100 mV, Ch3—iSC : 10 A/100 mV, and Ch4—uC .

Fig. 15. Experiment: Steady state; impact of distorted trolley line voltage;rectifier mode; 1-kW load; Ch1—ut, Ch2—it: 10 A/100 mV, Ch3—iSC :10 A/100 mV, and Ch4—uSC .


Fig. 16. Experiment: Steady state; rectifier mode; 0.5-kW load; currentthrough resistor is zero (iR = 0 A); Ch1—uC1, Ch2—it: 10 A/100 mV,Ch3—uC2, and Ch4—iR: 10 A/100 mV.

Fig. 17. Experiment: Steady state; high nonsymmetry—iR higher than it;0.5-kW load; Ch1—uC1, Ch2—it: 10 A/100 mV, Ch3—uC2, and Ch4—iR:10 A/100 mV.

the step change of the required phase shift between trolley linevoltage and current. Fig. 14 explores the converter behaviorunder the step change of the required dc-link voltage of thesecondary active rectifier. The impact of the strong distortionof the trolley line voltage on the properties of the developedconverter is presented in Fig. 15. The converter is able, due tothe hysteresis control employed in the secondary active rectifier,to secure almost a sinusoidal trolley line current even if thetrolley line voltage distortion is relatively high.

A detailed analysis of the behavior of the traction converterprototype with artificially unbalanced voltage on input filtercapacitors CF1 and CF2 is presented in Figs. 16–18. In allthe figures, CH1 is the voltage on the first input capacitor CF1

(first matrix converter), CH2 is the trolley line current, CH3 isthe voltage on the second input capacitor CF2 (second matrixconverter), and CH4 is the current flowing through the externalresistor (iR) which was connected in parallel to capacitor CF2

in order to emulate the unbalance in both capacitor voltages. Itcan be concluded from the results that the developed convertereasily overcame this fault status.

Fig. 18. Experiment: Step change of iR = 5 → 0 A; 0.5-kW load;Ch1—uC1, Ch2—it: 10 A/100 mV, Ch3—uC2, and Ch4—iR: 10 A/100 mV.

Fig. 19. Experiment: Step change of trolley line voltage ut = 50 → 70 V;0.5-kW load; iR = 0 A; Ch1—uC1, Ch2—it: 10 A/100 mV, and Ch3—uC2.

Fig. 16 presents the behavior of the developed converter inrectifier mode under a load of 0.5 kW. The main focus is onthe voltage on the input filter capacitors which are perfectlybalanced—see the rms values on the right of Fig. 16. In order toinvestigate the converter behavior under artificially unbalancedvoltages on input filter capacitors, an external resistor has beenconnected in parallel to one of the filter capacitors (CF2).The result of this experiment is displayed in Fig. 17. A smallunbalance in the voltages of the input filter capacitors is clearlydescribed by the rms values shown on the right of Fig. 17.Both figures demonstrate the excellent self-balancing featureof the proposed converter configuration due to the use of amultiwinding MFT. Fig. 18 documents the response of thedeveloped converter to the step change of current (iR). In thistest, the external resistor causing the artificial unbalance ofinput filter capacitors has been disconnected. The resulting stepchange of the current (iR) did not significantly affect either theinput voltages or the trolley line current.

Fig. 19 documents the behavior of the developed converterunder the step change of the input trolley line voltage am-plitude. It is evident from this figure that the voltages onthe capacitors in the input filter stayed well balanced underthis transient effect. The balance of the voltages in the input


filter capacitors is secured naturally by the magnetic couplingbetween MFT primary windings.

VI. CONCLUSION

This paper has introduced the new configuration of a maintraction converter with an MFT using matrix converters in-tended for locomotives and particularly for suburban units sup-plied by a 25-kV/50-Hz and/or 15-kV/16.7-Hz ac electrificationsystem. Single-phase matrix converters are employed in theprimary medium-voltage converter which is directly connectedto the ac trolley line. The described converter configuration withcascaded matrix converters presents a new research direction inthe field of traction converters with an MFT.

The presented simulation and experimental results madeusing the designed laboratory prototype of the investigatedtraction converter verified the proper function and control ofthe developed converter under both steady-state and transientconditions. A major advantage of the proposed control is thesimple and powerful square-wave control of the input matrixconverters. The amplitude and phase shift of the input trolleyline current are controlled by the secondary voltage-sourceactive rectifier. The proposed control of the secondary activerectifier is based on the hysteresis control of the current in thesecondary winding of the MFT which is easy for implementation,is robust, and provides the converter with excellent dynamicproperties. We have successfully tested the converter prototypein the whole power range and have also verified the properfunction of the phase shift control in the range of ϕw = ±45◦.

The introduced traction converter topology has a good per-formance within the entire operating range. Considering theconverter performance, reliability, and size of the matrix con-verters, it can be concluded that the cascaded matrix convertersare an interesting alternative to more conventional cascadedindirect frequency converters in the primary medium-voltageconverter. However, eligible power electronics devices withappropriate parameters making it possible to develop a full-power traction prototype (e.g., 2–6 MW) are the biggest draw-back of the presented matrix converter-based technology. Atthe present time, there are only a few semiconductor devicesspecifically designed for matrix converters (i.e., two IGBTsas a bidirectional switch) with minimal parasitic inductance.Moreover, the existing devices usually have smaller voltageand power ratings—e.g., SK60GM123 by SEMIKRON with1200 V/50 A. Perspective switching components for matrixconverters should be medium-voltage high-power press-packIGBTs that can easily eliminate parasitic inductance in thepower circuit in comparison with IGBT modules common intraction. We expect that the recent rapid advance in powerelectronics devices can provide eligible power switches withinthe relatively near future.

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Pavel Drábek (S’02–M’04) received the M.S. andPh.D. degrees in electrical engineering from theUniversity of West Bohemia (UWB), Pilsen, CzechRepublic, in 2000 and 2004, respectively.

From 2003 to 2005, he was a Design Engineerwith the company Alltronic, Ltd., Pilsen. In 2005,he joined the UWB as an Assistant Professor at theDepartment of Electromechanics and Power Elec-tronics, Faculty of Electrical Engineering. His mainresearch interests include soft-switching inverters,ac–ac converters, multilevel converters, and elec-

tromagnetic compatibility (particularly low-frequency interference) of powerelectronics converters.

Zdenek Peroutka (S’01–M’04) received the M.S.and Ph.D. degrees in electrical engineering from theUniversity of West Bohemia (UWB), Pilsen, CzechRepublic, in 2000 and 2004, respectively.

From 2004 to 2006, he was an Assistant Professorwith UWB. Since 2006, he has been an AssociateProfessor and the Head of the Section of Power Elec-tronics and Control Systems at UWB. Since March2010, he has served as a Vice-Dean for Science andStrategy and deputy Dean of the Faculty of ElectricalEngineering at UWB. Since October 2010, he has

been a Scientific Director and Principal Investigator of the Regional InnovationCentre for Electrical Engineering which is a new research center at UWB.His research activities concern power electronics, electrical drives, and controltheory. His main research topic is the control of drives of modern transportsystems and vehicles. Power electronics converters for medium-voltage appli-cations are the next important field of his research. His recent research activitiesare focused on sensorless control of ac motor drives. He published more than80 papers in international journals and conferences. He is inventor of one patentand co-author of two utility models.

Dr. Peroutka is a member of the The European Power Electronics and DrivesAssociation. He was the recipient of several national and international awards.From these honors, the best paper awards in the conferences 12th InternationalPower Electronics and Motion Control Conference (EPE-PEMC), Portoroz,2006, 16th International Conference on Electrical Drives and Power Electronics(EDPE), The High Tatras, 2007, and 14th International Power Electronics andMotion Control Conference (EPE-PEMC), Ohrid, 2010 should be highlighted.

Martin Pittermann received the M.S. and Ph.D.degrees in electrical engineering from the Universityof West Bohemia (UWB), Pilsen, Czech Republic, in1994 and 1999, respectively.

In 2000, he joined the UWB as an AssistantProfessor at the Department of Electromechanicsand Power Electronics, Faculty of Electrical Engi-neering. His main research interests include electricdrives and control of power converters.

Marek Cédl received the M.S. degree in electricalengineering from the University of West Bohemia,Pilsen, Czech Republic, in 2006.

Since 2006, he has been a full-time Ph.D. studentin the Department of Electromechanics and PowerElectronics, Faculty of Electrical Engineering, Uni-versity of West Bohemia.

His research includes power electronics with mainfocus on ac–ac conversion and matrix converters.

new conﬁguration of traction converter with medium ... · pdf filemedium-frequency...

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