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TECHNICAL REPORTS
Traction Inverter Systems with SiC Power Modules for Railway Vehicles
Authors: Tetsuo Sugahara* and Takahito Ishida*

1. Introduction (1) (2) (3) After the adoption of the Kyoto Protocol in 1997,
various measures against the global warming have been promoted. In 2018, the UN adopted the Sustainable Development Goals (SDGs) to mitigate social issues from a broader perspective. Under such circumstances, Mitsubishi Electric Corporation (MELCO) has been working to help build a sustainable, safe, secure, comfortable, and affluent society by using technologies that we have cultivated in the railway sector. Regarding the effective use of energy, in February 2012, we carried out a test to evaluate the performance of traction inverter systems using the hybrid SiC power module on Tokyo Metro's line No. 1, for the first time in the world. For such power modules, silicon (Si) is used for the insulated gate bipolar transistors (IGBTs), and SiC is used for the diodes. Since then, we have applied many SiC technologies to traction inverter systems for the Japanese and overseas markets. The application of SiC power modules has helped reduce the energy consumption of entire main circuit systems, for example, by expanding the range of power regenerative brakes and reducing the loss in motors through high-frequency switching. In February 2016, our propulsion control units, the world's first to use full-SiC power modules, received the Excellent Energy-Saving Device Award from the Japanese Minister of Economy, Trade and Industry. In such power modules, SiCs are used for both metaloxide-semiconductor field-effect transistors (MOSFETs) and diodes.
To continuously contribute to the energy-saving goals of the SDGs in the future, we have developed smaller and lighter traction inverter systems by applying the latest SiC power modules that can act flexibly for the customer requirements as to the main circuit system.
Recently, the world-standard type of power module is the LV100 package, which is suitable for a parallel drive. Although various manufacturers have been commercializing LV100 Si power modules, MELCO commercialized LV100 full-SiC power modules for the first time in the world. 1 The full-SiC power module reduces about 80% of the switching loss in comparison to the Si power module, which helps reduce the energy consumed by the main circuit system. Yet, the
1 As of May 11, 2017, researched by Mitsubishi Electric Corporation
*Itami Works

application of the world-standard package also enables the size and weight of the traction inverter system to reduce. Thus, the optimum design can be chosen depending on the configuration and capacity of various types of traction inverter systems for railway vehicles.
This paper describes the advantages of the traction inverter systems with the latest SiC power modules for railway vehicles and its energy-saving effects in real operation.
2. Traction Inverter Systems with LV100 full-SiC Power Modules
2.1 Traction inverter systems Table 1 describes the main specifications of a
traction inverter system with LV100 full-SiC power modules, and Figure 1 shows its appearance. Assuming systems for conventional lines in Japan, one traction inverter system drives four induction motors of up to 220 kW connected in parallel as the specifications.
A traction inverter system consists of a line breaker circuit, power unit, and gate control unit. The LV100 SiC power module enables the cooler to be compact and the

Table 1 Main specifications of a traction inverter system with LV100 full-SiC power modules

Item

Specification

Input (overhead line) voltage 1,500 VDC

Main circuit method

2-level voltage source PWM inverter

Motor drive capacity

Maximum rating of 220 kW 4 units

Cooling method

Self-cooling by moving air

Fig. 1 Traction inverter system with LV100 full-SiC power modules
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power units to be high-density packaging, such as a filter capacitor and laminated busbar configurated with the SiC power module. This achievement reduces about 60% of the volume and 50% of the mass in comparison to the conventional Si power module application.
2.2 Advantages of LV100 full-SiC power modules(4) Figure 2 shows the circuit diagram of the LV100 full-
SiC power module and its appearance. The power module in the LV100 type consists of the circuit for the one arm of the two-level inverter. In general, Si power modules, the Si-IGBTs, and flywheels consist of silicon diode (Si-Di) devices while, for full-SiC power modules, they consist of SiC-MOSFETs and SiC Schottky Barrier Diodes (SiC-SBDs).
MELCO has commercialized Si and hybrid SiC power modules that are compatible with full-SiC power modules as our LV100 power modules, adding to full-SiC power modules, and they allow the optimum devices to be selected based on the required specifications of railway vehicles.
The LV100 power module also has the terminal arrangement to make the parallel drive easier, which is the advantage to achieve optimization by altering the parallel numbers corresponding to the vehicle specification.
Table 2 describes the main specifications of an LV100 Si power module and LV100 full-SiC power

module. In comparison to the Si power module, the fullSiC power module increases 25% of the current-carrying capacity and about 16% of tolerable junction temperature, as well as reduces 80% of the switching loss. The achievements enable the equivalent motor to the Si power one to drive in the smaller number of the terminal arrangement than the Si power.
3. Application to the Odakyu 5000 Series Odakyu Electric Railway ("Odakyu") started
operating the remodeled 1000 series in 2014. Mitsubishi Electric delivered traction inverter systems with 3.3-kV full-SiC power modules for the remodeled series for the first time in the world and demonstrated the energysaving effects. In February 2016, we received the Excellent Energy-Saving Device Award from the Japanese Minister of Economy, Trade and Industry jointly with Odakyu.
In 2019, we delivered traction inverter systems with LV100 full-SiC power modules, as described in section 2, for the Odakyu 5000 series. This section mainly describes the case where traction inverter systems with LV100 fullSiC power modules for the 5000 series were used.
3.1 Specifications of the inverter system Table 3 lists the specifications of vehicles of the
5000 series and remodeled 1000 series. The train set of the 5000 series is ten vehicles (5M5T), the same as the remodeled 1000 series. The newly manufactured series are to replace 8000 series vehicles and other types. As shown in Fig. 3, as the main circuit system, one variable voltage variable frequency (VVVF) traction inverter system controls four main motors.
Figure 4 shows the appearance of a VVVF traction inverter system. Traction inverter systems for the 5000 series are smaller and lighter: the volume was reduced by about 30% and the mass by about 20% compared to the traction inverter systems for the remodeled 1000 series.

SBD: Schottky Barrier Diode
(a) Circuit diagram

(b) Appearance

Fig. 2 LV100 full-SiC power module

Table 2 Main specifications of LV100 power modules

Module type

Si module

SiC module

Drain-source voltage

3300 V

3300 V

Drain current

600 A

750 A

Maximum junction temperature

150C

175C

Switching section

Si-IGBT

SiC-MOSFET

Diode section

Si-Di

SiC-SBD

Outside dimensions 100140 mm 100140 mm

Table 3 Specifications of Odakyu railway vehicles

Item

5000 series

Remodeled

1000 series

Electrical mode Train set (MT ratio) Gauge

1,500 VDC (overhead line method) Ten vehicles
(5 Motor cars 5 Trailer cars) 1067 mm

Maximum speed

120 km/h

110 km/h

Acceleration Deceleration Gear ratio
Train set mass
Main-circuit control method

3.3 km/h/s (to a load factor of 250%)

4.0 km/h/s

6.31

308.7 tons/ train set

351.8 tons/ train set

SiC voltage source VVVF inverter

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TECHNICAL REPORTS

3.2 Results of running tests on a main line MELCO conducted the performance confirmation
test of the traction inverter systems for the 5000 series on an Odakyu main line. Figure 5 shows the power running test chart, and Fig. 6 shows the regeneration test chart. MELCO used the test result to evaluate the performance, such as the acceleration and deceleration of the various types of vehicles at powering and braking,

Circuit FL breaker

Inverter circuit

VVVF inverter control unit (one unit)

Main motors (190 kW 4 units)

FI: Filter Inductor
Fig. 3 5000 series main circuit system configuration

Fig. 4 VVVF traction inverter system for the 5000 series

as well as verify the noise of the traction inverter systems with the LV100 full-SiC power module. The modulation method based on our knowledge gained through developing the conventional traction inverter system with SiC power modules achieved the reduction of noises and to provide further comfortability for passengers onboarding.
Table 4 shows the results of analyzing the intensity of vehicles of the 5000 series and remodeled 1000 series in operation on lines in use. Although the running conditions vary, the intensity of the 5000 series is 0.0241 kWh/(kmton), and that of the remodeled 1000 series is 0.0232 kWh/(kmton), both the values being of a similar level. These values confirm that the main circuit system for the 5000 series saves roughly the same energy as that for the remodeled 1000 series, which reduces energy usage by about 40% compared with vehicles with the existing gate turn-off thyristors (GTOs).
4. Conclusion This paper described the advantages of traction
inverter systems with LV100 full-SiC power modules for railway vehicles and their application to the Odakyu 5000 series.
As manufacturers around the world must contribute to the SDGs, railway systems that have less environmental impact and that help save energy will play an important role. In the semiconductor device and

Overhead line voltage (1,000 V/div)

Overhead line current (1,000 A/div) Filter capacitor voltage (1,000 V/div) U-phase motor current (2,000 A/div)

Power running

Torque pattern (2,000 Nm/div) Pulse mode Slip frequency (10 Hz/div)

Asynchronous pulse

Synchronization pulse

Percent modulation (100%/div) Brake force command (100 kN/div) Brake force feedback (100 kN/div)

Trailer BC pressure (100 kPa/div)

Motor car BC pressure (100 kPa/div)
Acceleration and deceleration (0.1 G/div)

It has been confirmed that the acceleration is 3.3 km/h/s in the constant torque range.

Actual speed (10 km/h/div) Calculated speed (10 km/h/div)
Power running command Regeneration command

Fig. 5 Power running test chart BC: Brake Cylinder

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Overhead line voltage (1,000 V/div)
Overhead line current (1,000 A/div) Filter capacitor voltage (1,000 V/div) U-phase motor current (2,000 A/div)
Torque pattern (2,000 Nm/div) Pulse mode Slip frequency (10 Hz/div)
Percent modulation (100%/div) Brake force command (100 kN/div) Brake force feedback (100 kN/div)
Trailer BC pressure (100 kPa/div) Motor car BC pressure (100 kPa/div) Acceleration and deceleration (0.1 G/div)

Regenerative braking

Synchronization pulse

Asynchronous pulse

Actual speed (10 km/h/div) Calculated speed (10 km/h/div)
Power running command Regeneration command

Fig. 6 Regeneration test chart

Table 4 Power analysis results of vehicles of the 5000 and remodeled 1000 series

5000 series

Train set with vehicle code 5051 (5M5T)

Total of the train set

Power running intensity
(kWh/(km vehicle))
1.3330

Regenerative intensity
(kWh/(km vehicle))
0.5880

Intensity (kwh/(km vehicle))
0.7450

Intensity (kwh/
(km ton))
0.0241

Remodeled 1000 series

Train set with vehicle code 1093 (5M5T)

Total of the train set

Power running intensity
(kWh/(km vehicle))
1.5500

Regenerative intensity
(kWh/(km vehicle))
0.7340

Intensity (kwh/(km vehicle))
0.8160

Intensity (kwh/
(km ton))
0.0232

References (1) N. Ubukata., et al.: Energy-saving Operation of
Inverter Systems with SiC Power Modules for Railway Vehicles, National Conference of the Institute of Electrical Engineers of Japan, No. 5-078 (2012) (2) Y. Nakayama., et al.: Evaluation of Driving Motors for Railway Vehicles by Inverters with SiC-SBDs, National Conference of the Institute of Electrical Engineers of Japan, No. 4-139 (2010) (3) Y. Yamashita.: Development of Inverter Systems with SiC Power Modules for Railway Vehicles, Railway Vehicle Industry, No. 462 (2012) (4) T. Negishi., et al.: 3.3kV Full SiC Power Module, Mitsubishi Denki Giho, 92, No. 3, 175-178 (2018)

power electronics sectors, which are likely to keep advancing, more energy saving systems will continue to get developed.
As the world's first manufacturer of SiC power modules for railway vehicles, Mitsubishi Electric will continue to develop and commercialize energy-saving equipment to help reduce environmental impact.

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