Control method for traction electric drive of multiwheel vehicle and device for its implementation

FIELD: transport.

SUBSTANCE: set of inventions relates to automotive industry and may be used in traction electric drives of independent pneumatic-tired vehicles. Method of wheel propulsive force control for multiwheel all-wheel-drive vehicle consists in setting parameter preset values for traction motor regulation, measuring their rotation speeds, processing measurement results with regard to curvature of movement trajectory, and correction of set values by signals proportional to differences between electric motor speeds and their calculated maximum permissible speeds. The device comprises traction motors, voltage converters, power source, motor speed sensors, preset values generators for the first and the second regulation parameter, units for correction of preset values of the first regulation parameter, movement direction generators, unit for motor speeds adjustment to one motor, unit for selection of minimal rotation speed from adjusted motor speeds, unit for calculation of corrective signals, unit for calculation of limit values of converter voltages regulation coefficients.

EFFECT: higher electric drive efficiency.

6 cl, 4 dwg

 

The invention relates to the field of transport engineering and can be used in traction drives offline pneumatic-tired vehicles, including off-road, such as wheeled tractors and trucks rough terrain.

A known method of controlling tractive effort of the wheel machines with mechanical drive (patent of the Republic of Belarus BY 5929 C1 IPC WC 41/00, 2004), which consists in the task of tangential forces on the wheels is proportional to the normal load on them, the measurement of effort, is actually implemented by the wheels of the vehicle, processing and analysis of the received signals, the regulation of Executive mechanisms of the machine according to the analysis results. But such regulation is in effect when the negative sign of the derivative of the tangent efforts on any wheel that is a sign of slippage of the wheel. Termination of slippage is achieved by mechanical braking respective wheels, which contributes, according to the authors, to maintain the degree of slippage in the work area at the limit of adhesion. This method of detection of slippage and maintain the degree of wheel slippage multiwheel vehicle can be realized with the application of the traction drive, and even greater economy and efficiency (by reducing the drive torque of the electric motor, and not through the use of mechanical braking). The disadvantage of this method of regulation is the difficulty of defining implemented traction and their derivatives in the real ranges of their possible changes. Even more significant disadvantage of this method is the impossibility of its application for off-road vehicles terrain and wheeled tractors. This is due to the fact that during the implementation of the traction wheels of these vehicles in off-road conditions, which is the standard operating conditions, there is no distinct maxima implemented traction depending on the degree of slippage of the wheels relative to the reference surface (see Nagpokhari, Ademaro. Universal transmission wheel-mounted machines increased unit capacity. M: "engineering", 1976, p.28, Fig.5), and therefore the derivative tractive effort of the wheels does not change sign throughout the possible range of changes in the degree of wheel slippage. Therefore, the use of changes of sign of the derivative traction to control the parameters of actuators such vehicles inefficient.

Known another method of regulating the tractive effort of the wheels multiwheel vehicles with electric drive, which consists in the task equally the s for all traction motors adjustable parameters and the formation of a specific algorithm to voltage motors, measuring signals proportional to the frequencies of nirotation of the traction motors and the processing of measurement results, based on identifying the minimum of these nminthe calculation of the maximum allowable maximum (in terms of adhesion of all wheels with the supporting surface and at a maximum possible value of k1defined by the ratio of maximum Rmaxand the minimum allowable Rminthe rolling radii of the wheels) values of nlin=kl·nmin, difference Δni=ni-nlim(between the measured values of the rotation speed of the wheels and the calculated maximum allowable value), identify those that exceed the value of nlimand correction settings of the adjustable parameters of electric motors by signals proportional to Δni. This method is implemented in the transmission of the locomotive (Microprocessor-based automatic control system for a transmission of locomotives. Edited Avigliana, M.: "Route", 2004, p.153, 4.2). As parameters regulated by signals proportional to Δniin this way use of voltage sources, each of which feeds a corresponding traction motor DC series-wound. Upon the occurrence of slippage, any stake is Noah pair of the locomotive and the excess speed of the corresponding drive motor relative to the minimum rotation speed of electric motors more than 3% of the supply voltage of the motor stalled wheel pair is reduced in proportion to the difference between the rotational speed of the motor, causing skidding wheel pair, and the maximum allowable rotational speed, which helps to limit the outbreak of slippage, and the implementation of slipping a pair of wheels traction, close to the limit under the terms of its grip on the rails.

A device that implements the specified method contains several traction DC motor connected to a common power source through individual rectifiers, sensors, frequency of rotation of the motors, the power allocation of the minimum of the measured speeds, blocks calculate the difference between the changed rotation speed and the minimum of them, blocks calculation of angles regulation of controlled rectifiers in the function of these differences.

A significant advantage of this method compared to previously considered is the ease of implementation of measurements of controlled parameters and invariance to the kind of dependence traction implemented slipping wheel, the degree of slippage relative to the reference surface. The disadvantage of this method is the low efficiency of its use on pneumatic-tired vehicles having substantially the more high permissible differences of frequencies of rotation of the traction motors, due to the kinematics of the movement of such vehicles on the turns. Therefore, to enable regulation of the considered way on these vehicles, it is necessary to increase the range of acceptable differences of frequencies of rotation of the motors up to 100÷200%, which will lead to unacceptably high loss of power to the slipping wheel when driving in a tight grip.

Another disadvantage of this method is the impossibility of its use in asynchronous traction drive, so as to regulate the rotation speed of asynchronous motors of change applied thereto voltages ineffective (see Uchazeeu and other Power electronics. M.: MPEI Publishing house, 2007, s).

The technical problem to be solved in the present method and device is the realization of arbitrarily determined traction wheels of the vehicle when driving in conditions of adhesion of the wheels with the support surface and in tight clutch - implementation of the tractive effort of slipping wheels to levels that can produce the limiting speeds of the respective motors in predetermined limits. This reduces the power loss on the slippage of the wheels relative to the support surface and thereby increasing KP and performance of the transport operation, especially in conditions of pneumatic-tired vehicles, including off-road.

This task is solved with respect to mode control traction multiwheel drive vehicle, according to which at each moment of time, you set the values of the adjustable parameters of the traction motors and a specific algorithm to form a voltage motors, measure the rotational speed of nieach motor, where i is the ordinal number of the motor, determine the magnitude and sign of the angle α that specifies the angular direction of movement of the vehicle about its longitudinal axis, calculate the speed of each motor, refer to the installation place of any one of the j-th motor according to the formula np=kp·niwhere kp- coefficient of reduction for the i-th wheel, then from the calculated npdetermine the minimum value of nprmpcalculate the maximum permissible maximum value of a given frequency of rotation of the motor according to the formula nplim=(1,07÷1,20)·nprmpand frequency difference Δnpby the formula Δnp=np-nplimreduce the amount previously specified controlled parameter of each motor, which Δnp>0, the value proportionally with the social relation Δn p/kpand kp=(µji)·(RKi/Rj)·(Rnj)/(Rp), µi, µj- the gear ratio of gears installed between the output shafts of the respective motors and axles driven their wheels, Ri, Rj- the certified value of the rolling radii of the respective wheels, Rp,Rj- designed by famous the kinematic ratios of the radii of the trajectories of rotation of the respective wheels in the function of the signal α and the design parameters of the vehicle.

When using a torque on the shafts of the traction motors as throttling parameters that can be set for electric motors different axles of the vehicle randomly, or in accordance with the results of previously executed optimization calculations previously defined signals setpoint torque of the electric motors, in which Δnp>0, is reduced by subtracting from them the signals proportional relationship Δnp/kp.

When setting torque on the shafts of the traction induction motors the combination of relations (Ei/fi) EMF Eiinduced in the windings of electric motors, for frequencies fjthese EMF and frequency fsyiabsolute slip for electric motors, to whom that Δn p>0, the previously specified fsyithe respective motors is reduced by subtracting from them the signals proportional relationship Δnp/kp.

When applying the proposed method and device in asynchronous drives with vector control (for example, patent RU (11) 2193814 (13) C2. The device and method of controlling an induction motor, NR 21/00), using regulation momentousness Iq and magnetizing Id components of the stator current of the motor, as the first parameter of the regulation the proposed method uses an active component of the stator current, and as the second parameter regulation - its magnetizing component. Earlier setpoints momentarily Iqicomponents of the stator currents of the electric motors, in which Δnp≥0, is reduced by subtracting from them the signals proportional relationship Δnp/kp.

When forming voltages Uielectric motors through converters, powered by the same DC power source with an output voltage of the IC, the voltage at the output of each transducer is determined by the formula:

Ui=CRiUmax, what (1)

where cui- the control factor of the i-th transducer (KPI=0÷1);

Umax- the maximum voltage at cui=1 (Umax=kcx·PI);

kcx - coefficient determined by the scheme of connection of the Converter.

With the high powered motors to the desired ratio (Ei/fifor all motors can be provided by specifying the same value ratio (Umax/nmaxfor an electric motor having a maximum frequency of rotation nmaxand the limit values of the coefficients cuiother converters on the levels:

CRiCRlimi=ni/nmax. (2)

The device for carrying out the method comprises a traction drive, comprising at least two traction motors, each of which is connected by an appropriate voltage Converter having an input rotation speed of the electric motor, the input limiting voltage Converter and two entrance the job, accordingly, the first and second control parameters to a common power source, the speed sensors for traction motors, blocks, setting points, respectively, first and second throttle settings, blocks correction setting the first parameter to the regulation, each of which has a guide and corrective inputs, the unit setting the direction of movement, the block casting speeds of the motors to a single motor unit selection minimum signal unit calculating the correction signals, the unit of calculation of the limiting values of the coefficients regulation voltage converters, and the output of each speed sensor is connected to the input rotational speed of the motor corresponding to the transducer and to the corresponding inputs of the block is cast and block calculate the marginal values of the coefficients regulation voltage converters, each output of the block casting is connected to the corresponding inputs of the block allocation of the minimum signal and the block of calculation of the correction signals, each output of which is connected to an adjustment input of the corresponding block correction setting of the first parameter regulation that specifies an input connected to the corresponding output unit job of setting the first parameter regulation, o is d each error correction block is connected to the first driving input of the corresponding inverter, moreover, the output unit setting the direction of motion is connected with additional input block is cast, the output unit selection minimum signal is connected to an additional input of the calculation of the correction signals, each output unit of the calculation of the limiting values of the coefficients of the control voltages of the converters is connected to the input limiting voltage corresponding to voltage Converter, and the output unit job the second parameter regulation is connected with the second driving inputs voltage converters.

Specified cast of measured parameters to a single engine allows to exclude the influence of differences in speeds of wheels of different sides of the vehicle, caused by the movement in the rotation, as well as the impact of structural differences of the radii of the rolling wheels and the gear ratio of gears of different axles of the vehicle on the results of the comparison of frequencies of rotation given to one of the motors. Due to this difference between the speeds of the electric motors that drive with sufficient adhesion depend only on the differences in rolling radii Rithe respective wheels, when driving in tight coupling can testify about the degree of slippage of the individual to the EU relative to the reference surface. Given the fact that the maximum relative differences of the radii of the rolling real vehicles regulated operational documentation and are within Rmax/Rmin=(1,05÷1,1), a sign of slippage of any of the wheels is exceeded, taking into account the possible calculation errors 1.07÷1.2 times given frequency of rotation of the corresponding motor relative to the minimum of the frequency of rotation. Use this feature makes it possible to reduce the value of the coefficient k1 determined by real range of possible differences of frequencies of rotation of the wheels when driving in rotation with 1,5÷2,0, even taking into account possible errors in calculation, to 1.07÷1,2.

The values of the torques on the shafts of motors (not voltage, as is done in the prototype) as parameters governed by the signals Δnp/kpthat makes it possible to use this method in all modern traction drives, the regulation of which the calculations of torque on their shafts regardless of the types used in traction motors. In this case, all motors set the specific values of torque on their shafts, for example, proportional to the vertical load on the wheels, and when ΔnPR/sub> >0 set values of the torque corresponding to the motor is reduced by subtracting from them the signals proportional relationship Δnp/kp.

Depending on the distribution of vertical loads between the axles of the vehicle determined by its design specified torques can be the same for all motors (with a uniform distribution of vertical loads between the axles) or proportional to the vertical load on the wheels (at non-uniform distribution of vertical loads between the axles), which are aligned coupling the capabilities of all wheels of the vehicle, thereby increasing the traction properties of the vehicle during its movement in tight grip.

When using asynchronous electric motors, the torque value of Mion the shaft of each of which, as is well known (see Uchazeeu and other Power electronics. M.: MPEI Publishing house, 2007, s), is proportional to the product of the ratio (Ei/fi) the first harmonic EMF Eifrequency fithe frequency fsiabsolute slip, setting the desired values of torque in this case may be provided with job specific (for all motors or motors of each axis) C is achene parameter (E/f) yand frequencies fsyiabsolute slip.

When the deterioration of the terms of coupling any of the wheels and the increases in this regard, the measured and the present rotation speed of the corresponding electric signals setpoint fsyimotors that have Δnp≥0 adjusted downward by subtracting from them the signals proportional relationship Δnp/kp.

The proposed method of regulation contributes in comparison with the prototype to reduce power loss on the slippage of the wheels when driving in tight coupling due to the fact that the comparison of the frequency of rotation of the motor to determine unacceptable slippage of the driven them wheels is carried out after the multiplication results of the measurement of the frequency of rotation on the discount rates and the adjustment of the adjustable parameters is a signal proportional to the difference between the speeds of the motors and the maximum allowable given speed after dividing the obtained results on appropriate discount rates. Using as parameters the control signals fsand (E/f), or, respectively, momentarily and the magnetizing component of current consumed by the motor, Iq and Id, allows you to apply the proposed method in traction drives with asynchronous motors, and the use of this torque the proposed method is applicable in traction drives with any type of electric motors

Regulation of the proposed method with respect to the vehicle, for example with the same vertical loads on each axis, the operation of the traction motors in the alignment mode implemented moments can be achieved by setting the same for all motors setpoint absolute slides fsyand regulation of the relations of amplitudes EiThe EMF of the first harmonics of the windings of the motor to the frequency fithese EMF thus, to operate the motor with magnetic fluxes corresponding to the previously calculated values of relationship (E/f)y. While the frequency of the first harmonic voltages generated by the respective voltage converters can be calculated in accordance with the expression:

fi=pni/60+fsy, (3)

where p is the number of pairs of poles of e is extradigital.

The first harmonic voltages Uican be calculated in accordance with the expression:

Ui=(E/f)yfi+ΔU,(4)

where ΔU is the voltage drop in the windings of the stator (the impact of this parameter on the magnitude of the voltage Ui can be calculated for known values of phase current and frequency).

As follows from (4), regulations under this formula helps to increase voltage motors with higher speeds and lower voltages with lower speeds (regardless of the cause of the specified inequality speeds). This contributes to the restriction of the coefficient kpiin accordance with (2). Therefore, with increasing speed and, accordingly, increase voltages Uitake action channels limitations kpivoltage converters, which operate in conjunction with regulation (4). At low speeds and the straight sections of the regulation voltage Ui is performed primarily through (4), and at high speeds and regards Utah - mainly by (2).

Based on the similarity of vector diagrams of the i-th and j-th electric motors under the regulation of their voltages Uiand Ujin accordance with (2) when setting them equal absolute values of the slides fsi=fsj(similarity coefficient equal to the ratio of the voltages Ui/Uj), automatically ensures the equality Ei/fi=Ej/fjthat, as stated above, encourages the alignment of the traction wheels of the vehicle when driving under conditions sufficient grip.

It should be noted that this similarity is only for high enough frequencies fiin which the influence of the active resistance of the windings of electric motors, which do not depend on the frequency of the voltage Ui is insignificant in comparison with their inductive impedance, which is proportional to the frequency of this voltage.

The implementation of various aspects of traction motors if necessary, caused by the deterioration of the terms of coupling of the respective wheels of the vehicle (the same for all wheels passport values of the radii of the roller and the gear ratio of the gears) in straight-line motion can be provided by a change in the lower side of the signal fsyithe signal correction

fto =pΔni/60, (5)

where Δni=ni-nlimand nlim- the maximum permissible rotational speed of the wheels, calculated taking into account possible technological differences of the radii of the rolling wheels:

nlim=k1nmin. (6)

The proposed method and device for its implementation are illustrated by figures figure 1-4. Figure 1 - dependence of the moments on the shafts asynchronous traction motors from their rotation frequencies calculated for the same values of the second parameter control (E/f)yspecifying the required values of the relations Ei/fi; figure 2 is a kinematic diagram showing the relationship of the linear velocity Vi of the movement of the wheels of the vehicle and its angular direction α of movement relative to the longitudinal axis; figure 3 - dependence of the variance of the real rotation speed of the traction motors and speeds are reduced to a single motor from turning radius R at a constant linear velocity of transport is private means; figure 4 - block diagram of a device that implements the proposed method of regulation.

Presented in figure 1 dependence of Mi(ni) calculated at Ei/fi=const for an induction motor 4-wheel tractor, causing the wheels are the same for all wheels passport values of the radii of the roller and the gear ratio of the gearbox, with its rectilinear movement.

When driving under conditions sufficient traction wheels of the tractor with the supporting surface with torques M1=M2=M3=M4=Myon the shafts of the motors point 1, 2, 3 and 4 correspond to the frequency of rotation of the motors of the wheels of the rolling radii, the difference values of which (R1>R2>R3>R4) due to technological differences, points 5, 6, 7, 8, 9 and 10 correspond to possible modes of operation of the motors at slipping below their wheels, namely, point 1 corresponds to the motor with the minimum speed nmin=606 rpm, points 2-4 - motors with higher rotation frequencies, whose values do not exceed the maximum permissible values nlim=648 rpm (with the accepted value of the coefficient k1=1,07)corresponding to point 5. Points 6 and 7 correspond to the speeds of the two wheels, respectively, stalled, with varying degrees of slippage relative to the reference p is the surface in the absence of correction signals (f i=0), points 8 and 9 is similar in speed to the points 6 and 7, but when the effect of the correction signals fkidefined by (5). If this limit value tractive effort of slipping wheels is proportional torques, respectively M8 and M9, the steady-state modes of operation of the motor, leading these slipping wheel will correspond to points 8 and 9. If extreme conditions clutch slipping wheels moments on the shafts leading their motors are the same and equal to, for example, M10, regulation of the proposed method will be to promote the same for both engines regimes corresponding to the point 10.

However, when driving in rotation calculated by using (5) signal fiif the accepted value of the coefficient kican lead to undesirable reduction of the torque, implemented by the wheels of the outer side of a vehicle, and a corresponding deterioration of the traction properties of the drive. The elimination of this phenomenon can be provided by increasing coefficient k1however, it is unacceptable, as when driving on turning in tight coupling is associated with a possible significant increase in power loss on the slip to the outer side.

This disadvantage is eliminated of blavod the OC to the comparison of the frequency of rotation to determine skidding of the wheels when the regulation under the proposed method is carried out after the multiplication results of the measurement of the frequency of rotation on the discount rates and the adjustment of the adjustable parameters on the results of this comparison is performed by signals proportional to the difference between the present values of the speeds compare motors, after dividing the values of these signals at appropriate discount rates.

The discount rates of rotation of the motor can be calculated from the ratios that take into account the relationship of the structural parameters (the width of the gauge In the base L, the geometric place of the wheels, the certified value of the rolling radii of the wheels and the gear ratio of gears mounted between the shafts of electric motors and axles driven them wheels) and the angular direction of movement of the vehicle about its longitudinal axis.

For example, in relation to the traction drive wheel 4-wheel tractor, the kinematic scheme of the movement of which is presented in figure 2, when the casting speed of all motors to the speed of the 4th motor factors bring the kican be calculated by the formula:

kPR1=(µ4 )·(RK1/RK4)·(L·cosα-B/2·sinα)/(L+B/2·sinα·cosα);

kAC2=(µ42)·(RK2/RK4)·(L·cosα-B/2·sinα)/(L-B/2·sinα·cosα);

kAC3=(µ43)·(RK3/RK4)·(L·cosα-B/2·sinα)/(L·cosα+B/2·sinα);

kp=(µ44)·(RK4/RK4)=1.

As an example, figure 3 presents the dependence of the radius of rotation of the rear axle R=RGSmeasured n1n2n3n4and given nPR1nAC2nAC3npspeeds calculated for the real tractor (with parameters: V=2.1 m; L=3.3 m; R1=R2=0,783 m; R3=R4=0,985 m; µ12=53; µ34=62,7) when moving with a constant translational velocity of the midpoint of the rear axle VPZO=9 km/h under conditions sufficient clutch (without taking into account possible technological and operational differences of the values of the radii of the rolling wheels).

As follows from this figure, the measured values of the rotation speed of electric motors for sufficiently small values R when driving under conditions sufficient adhesion can in 2 and more times to exceed the minimum of them, and the speed of all motors at this the same all over the possible range of changes R: nPR1=nAC2=nAC3=np. This allows to use the results when Anania given frequency of rotation for the detection engines, speed does not correspond to the results of calculations performed for sufficient adhesion of all wheels with the support surface, and hence gives the possibility to determine the engines, causing slipping wheel.

It should be noted that the dependence of the moments on the shafts of the motors from their rotation frequencies, the same engine, similar to the dependencies presented in figure 1, but unlike the latter does not change when changing the curvature of the trajectory of the vehicle. Therefore, they can be used in assessing the effectiveness of the proposed technical solution is not only, as mentioned, in straight-line motion, but on the turns.

Due to the fact that in actual use, the above error defined technological and operational differences of the radii of the rolling wheels is in the range 7÷10%, the criterion of the commencement of slippage of any of the wheels may be exceeded by 7÷20% given frequency of rotation of the corresponding motor above the minimum calculated from the above speeds of other motors.

Thus, the ability to detect and deter slipping on the specified level using the proposed method expands in comparison with protot the POM possible field of application for regulation traction actuators pneumatic-tired machines.

Use torque Mion the shafts of motors or frequency fsias parameters governed by the signals Δnp/kpallows you to extend the scope of application of the proposed method for traction control of electric drives with any type of traction motors, including with asynchronous motors.

Presented in figure 4, the device comprises a source 1 power supply, voltage converters 2, 3, 4 and 5, the asynchronous traction motors 6, 7, 8 and 9, the sensors 10, 11, 12 and 13 of the motor, the block 14 calculation of the limiting values of the coefficients kpilimregulation of voltage converters, block 15 setting the direction of movement of the block 16 to bring the frequency of rotation of the traction motors to the same kinematic parameters, block 17 the minimum signal unit 18 for calculating adjustment signals, block 19 of the second job parameters (E/f)ythe control unit 20 of the first job of throttling parameters fsyelectric motors front and fsymotors rear axles, blocks 21 and 22 of the adjustment of the settings of the first throttling parameters respectively of the first and second motors, blocks 23 and 24 correction settings first-level control respectively the third and fourth motors.

Electropl the od works as follows.

From the source 1 to the power inputs voltage converters 2, 3, 4 and 5 filed feeding their voltage IC, and the control inputs of inverters receives signals, indicating that the frequency of rotation nithe respective motors, the reference signals of the first and second control parameters, which are respectively the absolute slip fsyithat must be provided in the regulatory process, and the signal (E/f)yit specifies the ratio of the EMF induced in the stator windings of each motor to the frequency of this EDS and also signals the limitations of the coefficients kplimivoltage regulation.

It should be noted that when describing the operation was planned three-zone control parameters of the traction drive (Theory and calculation of the traction drive electric vehicles. Efremov I.S., etc. M.: Higher school", 1984, s). In the first zone (before the release mode power limits) automatic control system (ATS) specifies a constant value (E/f)yfsyand fsy. In the second zone (up output mode limiting voltage) simultaneous and proportional regulation parameters fsyand fsysupported by the constancy of the power consumed from a source at a constant value (E/f yin the third (limiting voltage) regulation parameter (E/f)ylets you change the motor rotational speed at a constant voltage power source and regulation parameters fsyand fsysupported by the constancy of power.

RAA providing these laws change the settings of the parameters (E/f)yfsyand fsyassume similar SAR traction electric drive with one traction motor, the laws of relationship-defined settings these settings can be different (for example, designed to ensure maximum efficiency motors). The elements of the RAA, performing calculations and set these settings, not shown, so as not included in the subject of the proposed technical solution, ensuring the specified (e.g., uniform) distribution of traction between the wheels when driving under conditions sufficient coupling with the supporting surface and the effective limitation of slippage individual wheels when the deterioration of the conditions of the clutch.

When driving at low speeds the motors operate in the first zone regulation, which is maintained at a constant value of the magnetic flux, characterized by the maximum value of the second parameter control (E/f)yset mn of the rising signal at the output of block 19, connected to respective control inputs voltage converters 2-5. At low speeds the voltage on the windings of electric motors and, accordingly, the voltage at the outputs of the inverters 2, 3, 4, and 5 are small, so when driving in these modes, the channels of the limitations of the coefficients kpi't work. On the basis of information received at the control inputs of voltage converters 2, 3, 4 and 5 of the last form of voltage with frequency fidetermined from (3), and the current values of the first harmonics Uidetermined from (4), served on the findings of the traction motors 6, 7, 8 and 9. While on the shafts of the motors are implemented in the frequency of rotation niand moments Mi=f(Uifini).

Signals proportional to the rotation speed n1n2n3and n4measured by the speed sensors 10, 11, 12 and 13, serves to corresponding inputs of a block 16 of bringing on an additional input which receives the signal from the block 15 job direction. In block 16 the calculations for a given rotation speed according to the formula:

nPR=kPRni, (7)

the results of which are served from the outputs of the block 16 to corresponding inputs of blocks 17 and 18.

In block 17 shows the frequency of rotation of all motors are compared with each other and is allocated the minimum of them, which is supplied to the auxiliary input unit 18. In unit 18 calculates the maximum allowable given the speed of electric motors

nlim=k1nprmp(8)

and the difference

ΔnPR=nPRnlim.(9)

In the same block 18 the signs of the signals Δnpanalyzed and for electric motors, in which Δnp≥0, by analogy with (5) are calculated correction signals fki:

fKi=pΔnPRi/60/kPR, (10)

served on corrective inputs of the blocks 21, 22, 23 and 24 of the correction.

Let, for definiteness, the divergence of the rolling radii of the wheels does not exceed 7%. Then when driving under conditions sufficient coupling and the magnitude of the coefficient k1=1,07 for all engines Δnp≤0, and the signals fK1fK2fK3and fK4at the outputs of block 18 is equal to zero, resulting in blocks 21, 22, 23 and 24 correction to the inputs specify the first parameter regulation voltage converters 2 and 3 are reference signals setpoint absolute slip motors front axle fs1=fs2=fsyand to the inputs of voltage converters 4 and 5, the reference signals setpoint absolute slip motors rear axle

fs3=fs4=fsy.

In relation to the vehicle with a uniform distribution of vertical loads between its axis of reference with the output of block 20 of the same signals fsy=fsyand the condition Ei/fi=(E/f)ycan be ensured alignment torque Mielectric motors and accurate to the differences in radii of the rolling wheels - aligning their tractive effort, which contributes to more complete use of the coupling weight of the vehicle.

With increasing speed and increasing the Institute of economy and management in accordance with these values kp iaccording to (2) start to operate channels limits of these parameters on the levels kpi≤ni/nmaxthat, as indicated above, may operate in conjunction with regulation (4) or without it.

Upon reaching the speed at which the actuator starts to work in the area of limitation of power, signals cap (not shown) simultaneous and proportional regulation fsyand fsyset the desired value of the power consumed by the drive. Setpoint parameter (E/f)yis defined the same as in the first zone.

After reaching the speed at which the value of the coefficient kpibecomes equal to 1 for at least one of the inverters 2-5, the drive goes to the third area of regulation. When working in this area to further increase the speed (which is known to be proportional to the frequency fi of the voltage powering the motor) when limited by (1) the value Uiand, therefore, the value of Ei can only be done by reducing the ratio of Ei/fispecified by (E/f)y. The required dependence of the change of the parameter (E/f)yfrom speed signals provided by the RAA (not shown). Maintaining the required value of power consumed by the actuator is m, is, as in the second zone, the simultaneous and proportional regulation parameters fsyand fsy.

Thus, the calculation of the signals fkicorrecting the absolute value of the slides fsimotors, taking into account the reduction of frequency of rotation of all motors to one of them in accordance with (10) provides all motors with the same parameter values Ei/fi=(E/f)yand fsi=fsy=fsywhen sufficient conditions for the traction wheels of the vehicle when the value of the coefficient k1=1.07, and calculated on the basis of possible differences of frequencies of rotation of the wheels due to differences in their radii rolling. This, in turn, provides all motors with the same parameter values Ei/fi=(E/f)yand fsi=fsy=fsyThe last is achieved by alignment of the moments of the output shafts of the traction motors and thereby the alignment of the traction force of all wheels not only in straight-line motion, but on the turns.

The operation of the traction drive in the tight grip of the wheels when the regulation in accordance with the proposed method, consider using the dependencies presented in figure 1.

When driving in tight grip of the wheels, etc is led, for example, the second and fourth electric motors (under conditions sufficient clutch worked in points 2 and 4, respectively), the amount of torque My=360 N-m, asked for all motor parameters fsyand fsymay be higher than the marginal moments Mlim2 and Mlim4 (e.g., Mlim2=180 N·m, Mlim4=20 N·m), which can be realized by electric motors, leading these wheels. In this case, under the action of the difference of moments Δ2=360-180=180 N·m and Δ4=360-20=340 N·m corresponding wheels are slipping, resulting in increased signal n2 and n4 to the output speed sensors 11 and 13 and, respectively, the signals of nAC2and npthe outputs of the block 16 and the input unit 17. When exceeding nAC2and ppvalues of nplim=k1·nprmpappropriate signals ΔnAC2and Δnpbe positive, and the output unit 18 appear calculated by (10) correction signals fsk2and fsk4:

fsk2=(p/60)·ΔnAC2/kAC2and fsk4=(p/60)·Δnp/kp,

which are fed to the inputs of the blocks 22 and 24 correction, resulting in a corresponding inputs of voltage converters 3 and 5, the supply of the motors 7 and 9, serves adjusted signals:

fs2=fsy(p/60)·ΔnAC2/kAC2 and fs4=fsy(p/60)·Δnp/kp.

This leads to the formation of the voltages applied to the findings of the second and fourth electric motors corresponding to the external characteristics of these motors, passing through the point 5, which, in turn, leads to a reduction of points on the shafts of the second and fourth motors to N·m and 20N·m, respectively.

The effectiveness of this method of limiting slippage when changes to the conditions of coupling of these tractor wheels can be evaluated to increase their speeds, due to the additional relative slippage δ2 and δ4:

δ2=(n8-n2)/n2=(658-617)/617·100=6,65%;

δ4=(n9-n4)/n4=(664-644)/l050·100=3.1 per cent.

When restoring a clutch of any of the previously stalled wheel drag torque on the shaft of the corresponding motor increases, which leads to decrease its frequency of rotation n1to the value corresponding to nlim. When this is set to zero correction signal fskiin the respective output unit 18, resulting in the reference signal frequency absolute slip at the output of the corresponding error correction block and the input of the corresponding inverter becomes equal to fsy(or fsy), and the torque Mion the shaft is the motor equal points on the shafts of motors nebukawa wheels. The presence of additional resistance torque caused by the increased slippage of the considered wheel at the moment of failure (when np=nlimsignal fski(and further, up until the wheel regains full coupling with the supporting surface), helps to reduce the frequency of rotation of the wheel to the level corresponding to the degree of slippage of the remaining nebukawa wheels.

The proposed method and device for its implementation is applicable for traction drives which require the uneven distribution of traction between the wheels of different axes, as well as for induction motor drives with vector control.

The required uneven distribution of tractive effort can be achieved by setting different parameter values fsy(fsy≠fsyfor motors of different axles of the vehicle.

When applying the method and device in asynchronous drives with vector control using regulation momentousness and magnetizing components of stator currents of the motor, as the first parameter of the regulation the proposed method should be used momentousness component of the current is of the commutator, and as the second parameter regulation - its magnetizing component.

Thus, the proposed method and device for its implementation secures the distribution of traction between the drive wheels of the vehicle when driving under conditions sufficient grip as straight-line and cornering, as well as an effective limitation of rotation of the slipping wheel by setting the setpoints adjustable parameters (E/f)Yand fsiyand subsequent correction parameters fsisignals fsiadjusted to bring the speeds of all the motors to one of them.

1. The method of controlling traction multiwheel drive vehicle, according to which at each moment of time, you set the values of the adjustable parameters of the traction motors and a specific algorithm to form a voltage motors, measure the rotational speed of nieach motor, where i is the ordinal number of the motor, determine the magnitude and sign of the angle α that specifies the angular direction of movement of the vehicle about its longitudinal axis, calculate the speed of each motor, refer to the installation place of any one of the j-th motor according to the formula np= p·niwhere kp- coefficient of reduction for the i-th wheel, then calculated from the given frequency of rotation determine the minimum nprmpcalculate the permissible maximum value of a given frequency of rotation of the motor according to the formula nlim=(1,07÷1,20)·nprmpa frequency difference Δnpby the formula Δnp=np-nnplimreduce the amount previously specified controlled parameter of each motor, which Δnp>0, by an amount proportional to the ratio Δnp/kpand considering this form of the voltage of each motor, and kp=(µji)·(RKi/RKj)·(Rj)/(Ri), where µj, µi- the gear ratio of gears installed between the output shafts of the respective motors and axles driven them wheels; RKi, RKj- the certified value of the rolling radii of the respective wheels; Ri, Rj- designed by famous the kinematic ratios of the radii of the trajectories of rotation of the respective wheels in the function of the signal α and the design parameters of the vehicle.

2. The control method according to claim 1, characterized in that the throttling settings use the torque on the shafts of the traction electric motor is the oil of the vehicle, the distribution of torque between the different motors set arbitrarily, for example, in proportion to the distribution of vertical loads between the wheels of the vehicle, and the previously set values of the moments of electric motors, in which Δnp>0, is reduced by subtracting from them the signals proportional relationship Δnp/kp.

3. The control method according to claim 1 or 2, characterized in that the magnitude of the torque of the motor is specified by the combination of relations (Ei/fi) EF Ei windings of the motor to the frequency fi of these EMF and frequency fsyiabsolute slip, and when Δnp>0, the previously set values of fsyireduce by subtracting from them the signals proportional relationship Δnp/kp.

4. The control method according to claim 1 or 2, characterized in that the torque on the shafts of the motors are set by a combination of specific values momentarily Iq and magnetizing Id components of the stator currents of the motor, and when Δnp>0 previously set momentousness components of the currents of the respective motors is reduced by subtracting from them the signals proportional relationship Δnp/kp.

5. The control method according to claim 1 or 2, characterized in that the traction drive with traction elektrodvigatel is s, connected to a common source of DC power with an output voltage of Fe by appropriate transducers, in which the voltage Uieach motor formed in accordance with the formula Ui=kcx·kpi·PI, where kshis a coefficient determined by the scheme of connection of the Converter, kpi- the ratio of voltage regulation of the i-th transducer equal to the ratio of the magnitude of the voltage Uito the maximum possible magnitude of this voltage when kpi=1, allocate the maximum of nmaxfrom the measured speeds, calculate the relationship of ni/nmaxthe measured rotation speed to the maximum of them, while the value of the coefficient regulating the voltage of each Converter limit in accordance with the formula:
cui≤ni/nmax.

6. The device for implementing the method according to claims 1-5, containing the traction drive, comprising at least two traction motors, each of which is connected by an appropriate voltage Converter having an input rotation speed of the electric motor, the input limiting voltage Converter and two reference input, respectively, the first and second control parameters, to a common power source, sensors of rotation of the traction electric the engine, blocks setting points, respectively, first and second throttle settings, blocks correction setting the first parameter to the regulation, each of which has a guide and corrective inputs, the unit setting the direction of movement, the block casting speeds of the motors to a single motor unit selection minimum of the frequency of rotation of the motor, the unit of calculation of the correction signals, the unit of calculation of the limiting values of the coefficients regulation voltage converters, and the output of each speed sensor connected to the input rotational speed of the motor corresponding to the transducer and to the corresponding inputs of the block is cast and the unit of calculation of the limiting values of the coefficients regulation voltage converters, each output block casting is connected to the corresponding inputs of the block allocation of the minimum signal and the block of calculation of the correction signals, each output of which is connected to an adjustment input of the corresponding block correction setting of the first parameter regulation that specifies an input connected to the corresponding output unit job of setting the first parameter of the regulation, the output of each error correction block is connected to the first driving input of the corresponding converters the voltage, moreover, the output unit setting the direction of motion is connected with additional input block is cast, the output unit selection minimum signal is connected to an additional input of the calculation of the correction signals, each output unit of the calculation of the limiting values of the coefficients of the control voltages of the converters is connected to the input limiting voltage corresponding to voltage Converter, and the output unit job the second parameter regulation is connected with the second driving inputs voltage converters.



 

Same patents:

FIELD: electricity.

SUBSTANCE: method for capacitor braking of a twin-engine asynchronous electric drive, when windings of stators of both engines, shafts of which are rigidly connected, are connected in series via capacitors, and additional resistors are connected in series and in parallel with a capacitance. Engines are affected as a result of the fact that in each pair of serially connected winding phases there is a difference of phase EMFs that equals a linear EMF of a single engine. After disconnection of engines from the grid, the common capacitor tank with additional resistors is periodically, momentarily and phase by phase connected in parallel with additional resistors connected in series with starts of serial connection of different engine winding phases, in a time gap, when in each appropriate pair of serially connected phases of stator windings there is a difference of phase EMFs of these motors, and simultaneously, as decelerated engines achieve the rotation frequency close to the lower critical speed of capacitor braking, momentarily, alternately and phase by phase, plates of the capacitor tank are changed to inverse alternation of phases, then in the reverse order this is changed for the direct initial alternation of phases of capacitor tank plates.

EFFECT: increased reliability and efficiency of drive braking as a result of engines self-excitation conditions improvement and increase of braking torque.

9 dwg

FIELD: electricity.

SUBSTANCE: control device of asynchronous electric motors with a squirrel-cage rotor includes a DC power supply unit with non-regulated output voltage (1), DC power filter unit (2), units of self-commutated voltage inverters (3), electric motor units (4), unit of low-current DC power supply with regulated output voltage (5), shaping unit of control sine multiphase signals of variable frequency (6) and matching unit (7) of output of unit 6 with inputs of units (3).

EFFECT: providing synchronous operation of N parallel operating motors, simplifying and cheapening of control diagrams, reducing electric power losses in the control diagram, reducing mass-dimensional characteristics of electric motor control device.

4 dwg

FIELD: electricity.

SUBSTANCE: device and method of electric supply to at least one asynchronous machine (M1, M2, M3) comprises at least one source of PONCh type (40), in which voltage and frequency are alternating, but with a permanent ratio, and which supplies at least one specified asynchronous machine (M1, M2, M3).

EFFECT: simplification and higher reliability without increase of weight and without application of power electronics.

6 cl, 9 dwg

FIELD: electricity.

SUBSTANCE: double-motor electric drive comprises two induction motors with a phase rotor, to windings of rotors of which there are uncontrolled rectifiers connected, being joined in parallel, and serially with them there is an autonomous inverter connected, outputs of the autonomous inverter are connected to the winding of lower voltage of a matching transformer, to the winding of high voltage of which inputs of the uncontrolled rectifier are connected, outputs of which are connected in parallel to outputs of the uncontrolled rectifier of the frequency converter, inputs of which are connected via contacts to a supply grid, and to outputs of the uncontrolled rectifier of the frequency converter there are also the following components connected: a smoothing capacitor and inputs of the controlled inverter of the frequency converter, outputs of which are connected to parallel connected windings of motor stators.

EFFECT: increased start-up moment of motors, as a result of provision of required ratio between stator current and rotor current.

2 dwg

FIELD: electricity.

SUBSTANCE: control system contains section drives controlled by a microprocessor device the sections including electric motors, their output shafts connected to the operating mechanisms transmissions, with power transformers installed at the output. Additionally introduced are speed sensors and adders; a speed regulator is installed, its output connected to the power converter input. Connected to the speed regulator first input is a multiplier output. Connected to the speed regulator second input is the output of the second frequency-to-number converter. Additionally installed is the material tension regulator. Additionally introduced into the system are a reference model, an updown counter and two adder units. The reference model is connected to the counter adding input and the first adder first input via the frequency-to-number converter. Connected to the subtracting input of the counter is the output of the pulse speed sensor mounted on the second section shaft. Via the frequency-to-number converter the same output is connected to the second input of the first adder the output whereof and the counter output are connected to the inputs of the second adder the output whereof is connected to the speed regulator third input.

EFFECT: enhanced accuracy of regulation and stability of the second drive system operation at variable parameters of the first drive.

1 dwg

FIELD: electricity.

SUBSTANCE: motor control device having controller to control multiple inverters which are provided for each of multiple ac motors; at that, the size, weight and cost have been reduced by effective grouping of operations performed with each computing unit included in the controller. Controller (10) to control inverters includes the following: first common computing unit (20) and the second common computing unit (30), which compute and output control signals which are common for each of the inverters; individual computing units 40A and 40B, which individually calculate and output the control signal referring to each of the inverters; and common logic computing unit (60) which outputs enabling signal for controlled switching of each of inverters on the base of the signals received from the first common computing unit (20), the second common computing unit (30) and individual computing units 40A and 40B.

EFFECT: decreasing dimensions, weight and cost of motor control device.

12 cl, 3 dwg

FIELD: textile, paper.

SUBSTANCE: invention refers to control systems of electric drive of multi-section assemblies and can be implemented in multi-motor interconnected electric drives of direct and alternate current of assemblies processing band materials, for example paper-making machines, rolling mills, glass and film making lines etc, controlled with micro-processing devices. The system consists of drives of sections with controls from the micro-processing device including electric motors; output shafts of the motors are coupled to gears of working mechanisms, while power converters are installed at input; also the system includes velocity sensors and adders. A digital speed regulator is installed in the drive; the regulator includes a digital adder and a subtract counter for processing pulse signals from pulse velocity sensors arranged on transmission shafts of the first and second sections.

EFFECT: upgraded reliability of system operation, accuracy of control of velocity and of material tension.

1 dwg

FIELD: electricity.

SUBSTANCE: invention refers to electric engineering. Control method for each variable frequency drive involves supply of value of excitation current component to master controller and receiving the required speed, required flow and averaged value of excitation current component from master controller. Control method involves determination of motor speed and motor flow based on measurements of stator voltage and motor current, which is connected to variable frequency drive, determination of reference speed value based on value of torque moment current component, and determination of reference flow value based on value of excitation current component and averaged value of excitation current component. In addition, control method controls component of torque moment current based on reference speed value and/or there controlled is excitation current component based on reference flow value.

EFFECT: development of effective method for parallel control of variable frequency drives.

20 cl, 5 dwg

FIELD: mining machinery.

SUBSTANCE: invention relates to mining machinery DC drives operated at lower temperatures and variable loads. Proposed adjustment method comprises monitoring control system malfunction via determination of electric drive time constants and generation of feedback signal, which allows decreasing motor RPM in case control system malfunctions. Proposed device incorporates drive component active parametre pickups, data acquisition and processing device, indication device and operator electronic key.

EFFECT: reduced dynamic loads at lower temperatures and control system malfunction.

2 cl, 3 dwg, 3 tbl

FIELD: transport.

SUBSTANCE: invention relates to control over DC traction motors of electric locomotives. Proposed device comprises starting-regulating unit, pilot exciter source, pilot exciter supply contactor, output pilot excitation contactor, two pickups of armature rotation, current adder, sequencer unit, current limitation setting unit, armature current position setting unit, excitation current position setting unit, two analysers of traction motor shaft rotation, two comparator units, element OR, blocking unit, armature current controller and excitation current controller.

EFFECT: increased traction.

2 dwg

FIELD: transport.

SUBSTANCE: invention relates to rail transport and may be used at rolling stock with induction traction motors supplied from solid-state static converters. Proposed method exploits external circuit of traction motor rpm control by rpm deviation controller wherein motor rpm setting reduced to linear speed on wheel rim is defined by integration by integrating setting selected from two values: a0, in traction mode, smaller by minor magnitude Δa than locomotive linear acceleration al, and a1, in traction mode exceeding by Δa more than al (the other way in braking). Besides, motor rpm internal control circuit is used with its input signal being rpm controller output signal with due allowance for torque limits. Selection between a0=al-Δa and a1=al+Δa (in traction mode) or a0=al+Δa and a1=al-Δa (in braking mode) is made in response to signals of two units: first, device rail vehicle wheel spin and skid detector to detect spin and skin by the level of oscillations Uosc in traction circuit, and, second, slippage speed absolute value controller.

EFFECT: flat-speed and oscillations control by rail holding.

1 dwg, 1 tbl

FIELD: transport.

SUBSTANCE: invention relates to railway transport, particularly, to automatic protection of motored wheel units of rolling stock against sliding and skidding. Proposed device comprises pickups of current parameters of motored wheel units including automatic circuit actuators connected with traction motors and nozzle for feeding sand to motored wheel units, computing unit with its inputs connected with parameter transducer outputs and its outputs connected with inputs of aforesaid actuators. Computing unit incorporates motored wheel unit rpm counter, reference rpm generator and comparators with their first input connected with output of reference rpm generator, while second inputs of comparators are connected with outputs of rpm computing units of every motored wheel unit. Inputs of reference rpm generator are connected with outputs of rpm computing unit of every motored wheel unit while outputs of comparators are connected with inputs of aforesaid actuators.

EFFECT: faster operation and higher reliability.

1 dwg

FIELD: transport.

SUBSTANCE: invention relates to railway transport and may be used at DC electric locomotives. Proposed microprocessor system comprises first and second traction motor slippage relays connected in series-parallel, resistors to shunt traction motors via contactors, control unit of the latter, microprocessor unit, operator controller position pickup and step motor. Resistors are splitted by contactors controlled by contactor control unit. Said operator controller position pickup is connected with operator controller output. Operator controller position pickup output is connected with microprocessor unit first input. Microprocessor unit first output connected with step motor connected with operator controller. Microprocessor unit second and third inputs are connected with outputs of the first and second slippage relays. Microprocessor second, third, fourth and fifth outputs are connected with first, second, third and fourth inputs of contactor control unit, with its first, second, third and fourth outputs controlled by first, second, third and fourth contactors.

EFFECT: improved operating parameters, complete automation of slippage control.

4 cl, 1 dwg

FIELD: transport.

SUBSTANCE: invention relates to railroad vehicles and may be used at rolling stock with induction traction motors. Proposed method comprises calculating current electromagnetic moment and stator flux linkage in Direct Torque Control unit for first motor. Moment calculation is carried out by rpm controller using maximum or minimum rpm of induction motors connected in parallel. In traction mode, control is performed by maximum rpm. In braking mode, control is performed by minimum rpm. Setting for stator flux linkage Ψs3 is defined in upper level control system by formula Ψs3=f(ωmean), where ωmean is motor mean rpm, or locomotive speed reduced to motor shaft.

EFFECT: optimum motor moment control, preventing slip and skid.

2 dwg

FIELD: transport.

SUBSTANCE: invention relates to railway transport, particularly, to method and system designed to determine locomotive speed. In compliance with first version, method comprises selecting axle of train any locomotive to measurer speed of selected axle. Measurement of selected axle speed comprises reducing axle traction force and determining speed of train another locomotive on the basis of measured speed of selected axle of one locomotive. In compliance with second version, method comprises selecting axle of train any locomotive to measure selected axle speed, determining one another locomotive speed on the basis of measured speed of one locomotive selected axle, and compensating determined train locomotive speed on the basis of difference in operating characteristics of locomotives. Compensation includes determining differences between measured speeds of train locomotives axles to produce scale factor. System comprises multiple transducers to determine operating conditions and processor. Measurement of selected axle speed comprises reducing selected axle traction. Processor allows receiving measured speed signals and determining ground speed of another locomotive on the bases of measured speed.

EFFECT: reduced number of locomotives to measure their speed.

17 cl, 1 dwg

FIELD: transportation.

SUBSTANCE: method for protection against slippage and skidding of wheel pairs of electromotive train with valve-inductive electric drive consists in the fact that when slippage (skidding) of one or more wheel pairs appears control signals are generated which change electric drive system operating conditions. In this method engine control with fixed value of voltage impulse duration supplied to engine winding is changed to synchronous mode. This lets to prevent development of excess wheel pairs slippage process and realise drive operation mode which is marginal by adhesion conditions.

EFFECT: enhancement of traction or braking properties of electromotive train.

2 dwg

FIELD: railway equipment.

SUBSTANCE: invention relates to electric rolling stock. Proposed device comprises pickups of current parametres to be read off the wheel-motor units, logical elements to extract maximum (MAX) and minimum (MIN) values from aforesaid current parametres, automatic actuators to act on the said units, logical element OR, computing unit and automatic regulator comparator element. Outputs of aforesaid pickups are connected to the said elements to extract maximum (MAX) and minimum (MIN) values from aforesaid current parametres. Inputs of the said logical element OR are connected to outputs of MAX and MIN elements. Computing unit inputs are connected to the outputs of pickups of current parametres. Outputs of logical element OR and computing unit are connected to comparator element inputs. The said comparator element incorporates linear amplifier connected to automatic actuator inputs.

EFFECT: higher reliability and efficiency.

1 dwg

FIELD: transportation.

SUBSTANCE: device comprises distometers and speed sensors (DSS), outlets of which are connected to inlets of signal generating units, outlets of which are connected to inlets of pulse counter units, outlets of which are connected to inlets of speed calculation units, other inlets of which are connected to outlets of permanent characteristics units, navigation receiver (NR) inlet is connected to navigation antenna, and its outlet is connected to inlet of navigation receiver data unit (NRDU), outlet of which is connected to one of inlets of speed matching unit (SMU), which is connected by its other inlets to outlets of speed calculation units (SCU), and outlet is connected to inlet of unit for communication with CAN-interface of BKI, outlets of which are connected to inlets of permanent characteristics units TTH.

EFFECT: increased safety and accuracy of motion speed measurement.

3 cl, 1 dwg

FIELD: transport.

SUBSTANCE: wheel-anti-spin device comprises circuit including excitation windings and transistor connected in parallel. Other circuit comprises excitation winding and inductive shunt connected in series with the transistor, while the inductive shunt elements are shunted by diode. With wheel spinning, accumulated magnetic power in excitation windings restrains magnetic flux fall to prevent run-away spinning. The aforesaid inductive shunt connected, additional transistor allows smooth adjustment of traction motor excitation degree.

EFFECT: improved anti-spin properties, stabilised magnetic flux of traction motors, better traction and adjustment properties of locomotives.

1 dwg

Antisked device // 2342259

FIELD: transport.

SUBSTANCE: antisked device contains shunt circuit attached in parallel with excitation winding of direct current traction motor via switch. This shunt circuit consists of variable-resistance connected in series with diode and inductive element with gate-controlled thyristor connected in series. During spinning of wheel magnetic flux energy accumulated in inductive elements secure slow decrease of excitation flow of traction motor.

EFFECT: stabilisation of magnetic flux excitation of traction motors and prevention of ring fire on collector.

1 dwg

FIELD: transport.

SUBSTANCE: set of inventions relates to machine building and may be used as powertrain transport vehicles. The hybrid powertrain in the first and the second versions contains multirange continuously variable transmission which includes varying link. Vrying link contains two reversible electric machines. Transmission from flywheel storage shaft to output shaft of multirange continuously variable transmission is made as three-link differential. To one of differential links the flywheel shaft is kinematically attached, to the other link the input shaft of multirange continuously variable transmission is kinematically attached, and to the third link the reversible electric machine is kinematically attached. Three electric machines are electrically connected with each other being capable to exchange electric power. The hybrid powertrain in the first version contains standalone source of mechanical energy. The hybrid powertrain in the second version contains electric energy accumulator.

EFFECT: higher powertrain efficiency in all modes of vehicle movement.

3 cl, 2 dwg

Up!