CN111342711A - Electronic commutation brake control system of double series motor - Google Patents
Electronic commutation brake control system of double series motor Download PDFInfo
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- CN111342711A CN111342711A CN201811552571.0A CN201811552571A CN111342711A CN 111342711 A CN111342711 A CN 111342711A CN 201811552571 A CN201811552571 A CN 201811552571A CN 111342711 A CN111342711 A CN 111342711A
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- motor
- braking
- commutation
- control system
- brake control
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
- H02P5/00—Arrangements specially adapted for regulating or controlling the speed or torque of two or more electric motors
- H02P5/68—Arrangements specially adapted for regulating or controlling the speed or torque of two or more electric motors controlling two or more dc dynamo-electric motors
-
- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
- H02P3/00—Arrangements for stopping or slowing electric motors, generators, or dynamo-electric converters
- H02P3/06—Arrangements for stopping or slowing electric motors, generators, or dynamo-electric converters for stopping or slowing an individual dynamo-electric motor or dynamo-electric converter
- H02P3/08—Arrangements for stopping or slowing electric motors, generators, or dynamo-electric converters for stopping or slowing an individual dynamo-electric motor or dynamo-electric converter for stopping or slowing a dc motor
- H02P3/12—Arrangements for stopping or slowing electric motors, generators, or dynamo-electric converters for stopping or slowing an individual dynamo-electric motor or dynamo-electric converter for stopping or slowing a dc motor by short-circuit or resistive braking
Abstract
The invention provides an electronic commutation brake control system of a double series motor, which comprises a power switch tube, a diode, a capacitor, a resistor, a current sensor, an excitation winding and an armature winding, wherein the power switch tube is connected with the diode; the invention can freely adjust the motor brake by commutation without a contact, and thoroughly avoid the phenomenon of blasting or explosion caused by commutation and brake. The invention has the beneficial effects that: a mechanical phase-change contactor is cancelled, and a semiconductor power tube is used, so that the mechanical structure is simpler, and the use is more convenient for users; because there is no mechanical commutation contactor, there is no commutation and braking to strike sparks either, so there is no risk of blasting and explosion; because the mechanical commutation contactor does not exist, the problem of damage of a mechanical contact does not exist, and the cost of regular maintenance is greatly reduced; due to the improvement of the implementation mode, the cost of raw materials of products and the cost of mass production are reduced, and the total cost is greatly reduced.
Description
Technical Field
The invention belongs to the field of motor control, and particularly relates to a series excitation direct current double-motor cross connection system with energy consumption and regenerative braking functions and capability of contactless phase change and a controller thereof.
Background
Industrial and mining enterprises, particularly mines, are in harsh environments and relatively closed operating spaces, so that mining locomotives are basically driven by electric power. The current mining driving system comprises a direct current series excitation system and a frequency conversion system: to the frequency conversion system, the problem that exists mainly has: 1. the frequency conversion system has high failure rate in the severe environment of the mining locomotive; 2. the principle of the frequency conversion system is relatively complex, the maintenance is difficult, and the influence on the production is large; 3. the cost of the frequency conversion system is higher with the same power and requirement. For the reasons, the use amount of the frequency conversion system is small; for a direct current series excitation system, the main problems exist: 1. the system principle and the implementation are simple and easy to understand and easy to accept; 2. the system has low failure rate in the severe environment of the mining locomotive; 3. the system is convenient to check and maintain even if the fault problem occurs, and has small influence on production; based on the reasons, the direct current series excitation system has higher convenient and higher market share;
because the locomotive is provided with four wheel hubs, two wheel axles and one motor for each wheel axle, one controller is required to control the acceleration, the deceleration and the direction of the two motors;
the current method is to use a single-switch chopper, then to be equipped with a phase-change switch and a brake resistor, the phase-change switch is used to switch the running direction of the locomotive; the brake resistor is used for carrying out energy consumption braking by connecting the brake resistor after the locomotive brakes; and a single switch chopper is used to regulate locomotive operating speed.
The above working principle causes two outstanding problems:
1. the phase change contactor is used for switching the driving direction, and under the condition of load operation, the contact of the phase change contactor is easy to damage due to frequent sparks, and needs to be checked and replaced regularly;
2. because the brake uses the energy consumption brake of the brake resistor, the resistance value of the resistor is relatively fixed, so the brake force can not be adjusted according to the requirement;
3. because the phase change and the braking are realized by the mechanical contact, if combustible gas exists in the action process, blasting or explosion is inevitably caused;
patent No. CN101552584A discloses a method that enables free switching between dynamic braking and regenerative braking; but two other problems remain.
SUMMARY OF THE PATENT FOR INVENTION
The invention aims to solve the technical problems, and the invention aims to solve three problems: 1. phase change without contact; 2. the motor brake can be freely adjusted; 3. the phenomenon of blasting or explosion caused by phase change and braking is completely avoided.
Compared with the background technology, the invention has the following advantages:
(1) because a mechanical phase-changing contactor is cancelled and a semiconductor power tube is used, the mechanical structure is simpler and the use is more convenient for users;
(2) because there is no mechanical commutation contactor, there is no commutation and braking to strike sparks either, so there is no risk of blasting and explosion;
(3) because the mechanical commutation contactor does not exist, the problem of damage of a mechanical contact does not exist, and the cost of regular maintenance is greatly reduced;
(4) the direction switching and the braking are realized by the semiconductor power tube, so that the action speed is changed, the use is more flexible, and the effect on the performance requirement of a user is better;
(5) due to the improvement of the implementation mode, the cost of raw materials of products and the cost of mass production are reduced, and the total cost is greatly reduced.
Drawings
FIG. 1 is a diagram of the overall topology structure of the dual-motor controller of the invention.
FIG. 2 is a schematic diagram of the equivalent connection of the forward driving of the present invention.
FIG. 3 is an equivalent connection diagram of the inversion driving of the present invention.
FIG. 4 is a normal rotation braking equivalent connection diagram of the invention.
FIG. 5 is a reverse braking equivalent connection diagram of the invention.
FIG. 6 is a diagram of the equivalent connection of the brake resistor of the present invention.
Fig. 7 is an overall system diagram of the present invention patent.
FIG. 8 is a diagram of a modified topology of a dual-motor controller according to the present invention.
Detailed Description
The invention is further illustrated with reference to the following figures and examples.
Referring to fig. 1, the overall topology structure diagram of the dual-motor controller of the invention is:
1. wherein T1-T8 are power switch tubes, and an equivalent switch and a diode are connected in parallel inside the switch tubes;
2. wherein D1-D5 are independent diodes;
3. c1 is a bus bar across capacitor;
4. r1 is a discharge resistor;
5. i1 and I2 are current sensors;
6. w1 and M1 are the field winding and armature winding, respectively, of the motor 1;
7. w2 and M2 are the field winding and armature winding, respectively, of the motor 2;
wherein: r1, T6, D5 and I2 form a bus overvoltage discharge circuit, and the function is that under the condition of regenerative braking, if the power supply can not absorb the regenerative energy, the energy is released through the circuit; this function may not be needed if the power supply is able to absorb the feedback energy; if the function is in work, the magnitude of the discharge current needs to be detected through I2, and the discharge speed is actively adjusted;
referring to fig. 2, the present invention relates to a positive rotation driving equivalent connection diagram,
1. when the switch is positively rotated, only T2 and T3 are conducted, the T5 is used for PWM chopping to adjust the duty ratio, and the other switch tubes are completely closed;
2. at the moment, the excitation winding and the armature winding of the motor 1 are connected in series, and the armature winding and the excitation winding of the motor 2 are connected in series; then the two are connected in parallel;
3. one end common end of the two parallel motors is connected to a switching tube T2;
4. the common end of the other ends of the two parallel motors is connected to a switching tube T3;
5. when the switching tube T5 is turned on, the currents i1 and i2 of the two motors flow together through T5, where it5 is i1+ i2, and id1 is 0;
6. when the switching tube T5 is turned off, the currents i1 and i2 of the two motors flow together through the diode D1, and it5 is 0; id1 ═ i1+ i 2;
referring to fig. 3, the inversion driving equivalent connection diagram of the present invention is shown, in this way,
1. when the reverse rotation is carried out, only T1 and T4 are conducted, the T5 is used for PWM chopping to adjust the duty ratio, and the other switching tubes are all closed;
2. at the moment, an armature winding of the motor 1 is connected with a field winding of the motor 2 in series, and the field winding of the motor 1 is connected with the armature winding of the motor 2 in series; then the two are connected in parallel;
3. one end common end of the two parallel motors is connected to a switching tube T1;
4. the common end of the other ends of the two parallel motors is connected to a switching tube T4;
5. when the switching tube T5 is turned on, the currents i3 and i4 of the two motors flow together through T5, where it5 is i3+ i4, and id2 is 0;
6. when the switching tube T5 is turned off, the currents i3 and i4 of the two motors flow together through the diode D2, and it5 is 0; id2 ═ i3+ i 4;
7. compared with the forward rotation, the armature winding current direction of the motor 1 is unchanged, and the excitation winding current direction is opposite; the armature winding current direction of the motor 2 is unchanged, and the excitation winding current direction is opposite, so that the phase change requirement is just met;
referring to fig. 4, the patent of the invention discloses an equivalent connection diagram for forward rotation and braking, and the working modes of the method are as follows:
1. under the condition of forward rotation braking, only power switching tubes T4 and T7 are switched on;
2. under the condition of forward rotation braking, the power switch T5 performs PWM modulation to adjust the magnitude of feedback current;
3. compared with the positive driving, the armature winding current direction of the motor 1 is not changed, but the field winding current direction is opposite, so that negative torque is provided; the armature winding current direction of the motor 2 is unchanged, but the field winding current direction is opposite, so the motor 2 also provides negative torque;
4. when the switching tube T5 is turned on, the currents i5 and i6 both flow through T5, where id 3-it 5-i 5+ i 6; id2 ═ 0; at the moment, the motor is in a dynamic braking state;
5. when the switching tube T5 is turned off, currents i5 and i6 both flow through D2 to charge the bus, where id3 is i2 i5+ i 6; at the moment, the motor is in a feedback braking state;
referring to fig. 5, the reverse braking equivalent connection diagram of the present invention is shown, in this way,
1. under the condition of reverse braking, only power switching tubes T3 and T8 are switched on;
2. under the condition of reverse braking, the power switch T5 performs PWM modulation to adjust the magnitude of the feedback current;
3. compared with the reverse drive, the armature winding current direction of the motor 1 is not changed, but the field winding current direction is opposite, so that negative torque is provided; the armature winding current direction of the motor 2 is unchanged, but the field winding current direction is opposite, so the motor 2 also provides negative torque;
4. when the switching tube T5 is turned on, the currents i7 and i8 both flow through T5, where id 4-it 5-i 7+ i 8; id1 ═ 0; at the moment, the motor is in a dynamic braking state;
5. when the switching tube T6 is turned off, currents i7 and i8 both flow through D1 to charge the bus, where id4 is i1 i7+ i 8; at the moment, the motor is in a feedback braking state;
as shown in fig. 6, the brake resistor of the invention works equivalently,
1. when the control logic finds that the bus voltage V7 is too high, the power switch tube T6 is opened;
2. the higher the V7, the higher the duty cycle of T6; otherwise, the lower the duty ratio;
3. where i2 is used to detect the current not to be overcurrent.
As shown in fig. 7, the overall system diagram of the present invention patent includes the following specific working flows:
1. the main loop structure is the topology structure diagram of fig. 1;
2. all control logics are sent out by a control unit;
3. all feedback signals are fed back to the control unit;
4. bus power supplies V + and V-and thus generate various power supplies.
The power switch tube mentioned above includes MOS, IGBT, thyristor, and any power tube capable of starting switching action.
Referring to fig. 8, the invention discloses a topology structure diagram of a dual-motor controller. The figure is a modified view of figure 1, with T5 omitted, when the field winding and the armature winding of the machine 1 are connected in series; the armature winding and the excitation winding of the motor 2 are connected in series, then the two tail ends of the two motors are connected in parallel, one end of the parallel connection is connected to a power switch tube T2, and the other end of the parallel connection is connected to a power switch tube T3; t3 chopping is started, the duty ratio is increased step by step, and the input command value is approached; when the T3 is conducted, the current flows through the T2 from the positive pole of the power supply, is divided into two paths at the T2 and flows into the motor 1 and the motor 2 respectively; after the other common end of the two motors is converged, the current passes through T3 and finally reaches the negative pole of the power supply; when the control unit receives a braking command, the T2 and the T3 are turned off and the T7 is turned on simultaneously; when the duty ratio of T4 gradually increases, the magnitude of brake current is measured through the current sensor I3, and the duty ratio of T4 is adjusted according to the requirement of the brake current, so that the braking torque is flexible and controllable.
The working principle of the invention patent is as follows:
an electronic commutation brake control system of a double series excitation motor comprises a power switch tube, a diode, a capacitor, a resistor, a current sensor, an excitation winding and an armature winding; the working mode of the mode is that R1, T6, D5 and I2 form a bus overvoltage discharge circuit, and the function is that under the condition of feedback braking, if the power supply can not absorb feedback energy, the energy is released through the circuit; this function may not be needed if the power supply is able to absorb the feedback energy; if this function is in effect, it is necessary to detect the magnitude of the discharge current through I2 and actively adjust the speed of discharge. Firstly, power-on initialization, the control unit at this step makes all preparation work before running (as shown in fig. 7); secondly, power-on diagnosis, wherein a control unit diagnoses voltage (overvoltage and undervoltage faults), motor temperature faults, controller temperature faults, main loop faults and the like; if all the steps are ready, the next step is carried out, otherwise, the step of alarming is carried out; thirdly, according to the operation instruction of the user, if the user is moving forward, selecting T2 and T3 to be conducted according to the graph of fig. 2, and gradually adjusting the duty ratio of T5 according to the input speed requirement instruction so as to meet the requirement of an output command; at the moment, an excitation winding and an armature winding of the motor 1 are connected in series; the armature winding and the excitation winding of the motor 2 are connected in series, then the two tail ends of the two motors are connected in parallel, one end of the parallel connection is connected to a power switch tube T2, and the other end of the parallel connection is connected to a power switch tube T3; t5 chopping is started, the duty ratio is increased step by step, and the input command value is approached; when the T5 is conducted, the current flows through the T2 from the positive pole of the power supply, is divided into two paths at the T2 and flows into the motor 1 and the motor 2 respectively; after the other common ends of the two motors are converged, the current flows through T3 and T5 and finally reaches the negative pole of the power supply; fourthly, when the control unit receives a braking command, the T2, the T3 and the T5 are turned off at the same time, and then the T4 and the T7 are turned on; and fifthly, the duty ratio of the T5 is gradually increased, the magnitude of the brake current is measured through the current sensor I1, and the duty ratio of the T5 is adjusted according to the requirement of the brake current, so that the braking torque is flexible and controllable. At the moment, the excitation winding of the motor 1 is connected in series with the armature winding of the motor 2; an armature winding of the motor 1 is connected with an excitation winding of the motor 2 in series; then the two groups of coils are connected in parallel, one common end of the parallel connection is connected to the cathode of the diode D3, and the other common end is connected to the T4 (see the detailed figure 4); when T5 is conducted, current flows out from the cathode of the bus, passes through a diode D3, is divided into two paths, one path of current flows through W1 and M2, the other path of current flows through M1 and W2, then is converged and flows through T4 and T5, at the moment, the two motors are in a dynamic braking state, and meanwhile, energy is stored for coils of the two motors; when T5 is turned off, the energy stored in the coils of the two motors is fed back to the bus through the diode D2, and the two motors are in a regenerative braking state. As for the selection of the T5 duty cycle, the regulation is approximated according to the curve of the brake braking current. The driving and braking in the other direction are the same as above (refer to fig. 3 and 5), and are not described in detail. So far, the electronic commutation and braking functions of the double series excited motor are completed.
In addition, referring to fig. 6, when the control unit in fig. 7 finds that the bus voltage V7 is too high, the switching tube T6 is turned on according to a predetermined duty ratio, and as V7 increases, the duty ratio of T6 increases, and otherwise decreases, so as to dynamically adjust the bus voltage, and therefore, the purpose that the bus voltage is too high and finally the device is burned due to too high energy of regenerative braking is avoided.
The present invention is not limited to the above-mentioned preferred embodiments, and any other products in various forms can be obtained by anyone in the light of the present invention, but any changes in the method thereof, which have the same or similar technical solutions as the present application, fall within the protection scope of the present invention.
Claims (5)
1. The electronic commutation brake control system of the double series motor realizes the control of the acceleration, the deceleration and the direction of two motors by one controller.
2. The electronic commutation brake control system of a dual series motor according to claim 1, wherein: the controller controls the rotation direction of the motor, a phase change contactor is not needed, and the rotation direction is realized by power tubes.
3. The electronic commutation brake control system of a dual series motor according to claim 1, wherein: the controller controls the motor to brake in two modes, and energy consumption braking and feedback braking can be realized.
4. The electronic commutation brake control system of a dual series motor according to claim 1, wherein: freely switching between dynamic braking and regenerative braking; and detecting the current through a current sensor to control the final braking torque.
5. The electronic commutation brake control system of a dual series motor according to claim 1, wherein: when the feedback energy is too large and the bus voltage is too high, the control system can discharge the energy through the discharge resistor.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201811552571.0A CN111342711A (en) | 2018-12-19 | 2018-12-19 | Electronic commutation brake control system of double series motor |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201811552571.0A CN111342711A (en) | 2018-12-19 | 2018-12-19 | Electronic commutation brake control system of double series motor |
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| Publication Number | Publication Date |
|---|---|
| CN111342711A true CN111342711A (en) | 2020-06-26 |
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201811552571.0A Pending CN111342711A (en) | 2018-12-19 | 2018-12-19 | Electronic commutation brake control system of double series motor |
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN112953312A (en) * | 2021-04-21 | 2021-06-11 | 佛山市威灵洗涤电机制造有限公司 | Equipment with motor and method and device for improving shutdown tail sound of equipment |
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| CN1082781A (en) * | 1992-07-30 | 1994-02-23 | 杨泰和 | Differential parallel operation circuit for commutator type motor |
| CN101552584A (en) * | 2009-05-13 | 2009-10-07 | 西安交通大学 | A control system with braking function of series excited direct current cross-connected double motor |
| CN201656892U (en) * | 2010-05-11 | 2010-11-24 | 上海海事大学 | Small-sized series direct-current motor controller based on microprocessor |
| CN201774487U (en) * | 2009-09-18 | 2011-03-23 | 李国良 | Double-series excited motor parallel driving device for electric vehicles |
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2018
- 2018-12-19 CN CN201811552571.0A patent/CN111342711A/en active Pending
Patent Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US4186333A (en) * | 1976-04-08 | 1980-01-29 | Still Gmbh | Circuit for the energy-conserving braking of a direct-current series-wound motor especially for vehicles |
| CN1082781A (en) * | 1992-07-30 | 1994-02-23 | 杨泰和 | Differential parallel operation circuit for commutator type motor |
| CN101552584A (en) * | 2009-05-13 | 2009-10-07 | 西安交通大学 | A control system with braking function of series excited direct current cross-connected double motor |
| CN201774487U (en) * | 2009-09-18 | 2011-03-23 | 李国良 | Double-series excited motor parallel driving device for electric vehicles |
| CN201656892U (en) * | 2010-05-11 | 2010-11-24 | 上海海事大学 | Small-sized series direct-current motor controller based on microprocessor |
Non-Patent Citations (1)
| Title |
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| 冯高明 等: "蓄电池式矿用电机车PWM斩波调速控制系统的研制", 《电子测量技术》 * |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN112953312A (en) * | 2021-04-21 | 2021-06-11 | 佛山市威灵洗涤电机制造有限公司 | Equipment with motor and method and device for improving shutdown tail sound of equipment |
| CN112953312B (en) * | 2021-04-21 | 2023-06-27 | 佛山市威灵洗涤电机制造有限公司 | Motor-equipped device and method and device for improving shutdown tail sound of motor-equipped device |
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Application publication date: 20200626 |