Abstract
The paper presents a traction induction motor with an innovative rotor winding design. The winding of the rotor is almost identical to the armature winding in the dc traction motors, with the exception of commutator. Winding is double layered. The bars are insulated. Along the iron core bars are secured with wedges and in the winding outhang with bandages. The bars of the bottom layer in the winding outhang part near the iron core are bent radially in the direction of the shaft axis. On the winding outhang of the bottom layer an inner bandage is applied. On the winding outhang of the top layer an outer bandage is applied. All the ends of the bottom and top layers bars, on both sides of the rotor’s core, are connected together by ferrule. There is a ring placed on the shaft or on the coil support on one side of the rotor’s core. It is best if this ring is made of copper. The ring is characterized by mp tongues, which are distributed evenly along its circumference (p is number of winding pole pairs and m is number of rotor winding phases). Tongues are connected to equally uniformly placed ferrules. Bandages are made of carbon fibre or glass fibre tape.
Highlights
Induction motors for electric drives of rail vehicles are equipped with squirrel-cage rotor winding
Larger motors are equipped with rotor winding made up of copper bars short-circuited with end rings
The winding is manufactured in a manner similar to that of armature winding in dc traction motors, excepting the commutator and brush holding apparatus
Summary
Induction motors for electric drives of rail vehicles are equipped with squirrel-cage rotor winding. After several years of service, the junction between winding bars and end ring cracks This kind of damage is due to fatigue. Vibrations of drive wheels and tolerances of toothed gear are transmitted to the winding end-rings This causes fatigue cracking of junctions between bars and end-rings. The authors of this paper became acquainted with the problem of end-ring breaking off during service tests run on railway vehicles under normal running conditions. This problem is described in the literature of the subject, such as publication [2]. The winding is manufactured in a manner similar to that of armature winding in dc traction motors, excepting the commutator and brush holding apparatus
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