CN108599668B - Linear induction motor system of maglev train and control method thereof - Google Patents
Linear induction motor system of maglev train and control method thereof Download PDFInfo
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- CN108599668B CN108599668B CN201810565655.1A CN201810565655A CN108599668B CN 108599668 B CN108599668 B CN 108599668B CN 201810565655 A CN201810565655 A CN 201810565655A CN 108599668 B CN108599668 B CN 108599668B
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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
- H02P25/00—Arrangements or methods for the control of AC motors characterised by the kind of AC motor or by structural details
- H02P25/16—Arrangements or methods for the control of AC motors characterised by the kind of AC motor or by structural details characterised by the circuit arrangement or by the kind of wiring
- H02P25/18—Arrangements or methods for the control of AC motors characterised by the kind of AC motor or by structural details characterised by the circuit arrangement or by the kind of wiring with arrangements for switching the windings, e.g. with mechanical switches or relays
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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
- H02P21/00—Arrangements or methods for the control of electric machines by vector control, e.g. by control of field orientation
- H02P21/0085—Arrangements or methods for the control of electric machines by vector control, e.g. by control of field orientation specially adapted for high speeds, e.g. above nominal speed
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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
- H02P21/00—Arrangements or methods for the control of electric machines by vector control, e.g. by control of field orientation
- H02P21/34—Arrangements for starting
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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
- H02P25/00—Arrangements or methods for the control of AC motors characterised by the kind of AC motor or by structural details
- H02P25/02—Arrangements or methods for the control of AC motors characterised by the kind of AC motor or by structural details characterised by the kind of motor
- H02P25/06—Linear motors
- H02P25/062—Linear motors of the induction type
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- Electric Propulsion And Braking For Vehicles (AREA)
Abstract
The invention discloses a linear induction motor system of a maglev train and a control method thereof. All windings are coupled through a plurality of switches controlled by a controller, and the controller operates the switches to change the connection mode of the windings by taking the magnitude of the output phase current and the voltage of the inverter as instructions. The invention has the beneficial effects that by distributing a plurality of different winding connection states, the motor obtains larger thrust and acceleration through overload in the starting and low-speed running stage, and the output capacity of the inverter can be more fully utilized in the acceleration stage, so that the train can accelerate to the maximum speed in a shorter time, and meanwhile, the train has higher residual acceleration at the maximum speed.
Description
Technical Field
The invention relates to the field of normal magnetic levitation transportation, in particular to a driving part of the normal magnetic levitation transportation, and particularly relates to a linear induction motor system of a magnetic levitation train and a control method of the linear induction motor system.
Background
Today, where demand for rail transit is growing, magnetic levitation rail transit technology has an irreplaceable advantage over subways in terms of low noise at low speeds. At present, a low-speed magnetic levitation commercial operation line with the speed per hour of 100 km is built in the Hunan province and a long-time sand city in China, the operation condition is good and stable, and meanwhile, a plurality of local governments have the intention of popularizing the technology, and the phenomena prove the potential of the magnetic levitation train in the field of rail transit.
The linear induction motor is adopted in the driving mode of the medium-low speed maglev train, compared with the rail with smaller curve radius and stronger climbing capacity, the linear induction motor has the characteristic side effect in the running process, so that the magnetic field at the input end of the motor is attenuated, the reverse traveling wave exists at the output end of the motor, the output thrust and the efficiency of the motor are reduced due to the phenomena, and the negative influence is more serious along with the increase of the speed of the motor. The efficiency of the linear induction motor used in the current middle-low speed magnetic levitation is about 60% -70%, and compared with a rotary asynchronous motor, the linear induction motor has a larger gap; on the other hand, in order to ensure the safety of train operation, linear induction motors used in the magnetic levitation system all adopt a large air gap structure (minimum 11 mm), which results in a smaller power factor of the motor. The linear induction motor thus wants to obtain greater thrust and residual acceleration, which tends to require greater power consumption and the use of larger capacity inverter devices, which undoubtedly increases the manufacturing costs of the train and the volume of the on-board devices.
The side effects are such that due to the structural particularities of the linear induction motor, the optimization of the structure and control strategy can only be reduced to a certain extent without essentially solving the effects. Therefore, the magnetic levitation train driven by the linear induction motor has the bottleneck that the magnetic levitation train is difficult to surmount in the highest running speed and acceleration, under the background, technical exploration is carried out from the power supply end and the inverter side, the capacity utilization rate of the magnetic levitation train is improved on the premise of not changing the capacity of the existing inverter, and the motor can keep higher thrust and residual acceleration in the starting and high-speed stages, so that the magnetic levitation train is a quite reasonable means.
Disclosure of Invention
The invention aims to provide a linear induction motor system of a maglev train and a control method thereof, which are used for enabling the train to obtain larger thrust when in starting and in a low-speed section and have more residual acceleration in a high-speed section on the basis of not changing the capacity of an inverter, so that the acceleration time and the distance of the train are effectively shortened.
The technical scheme for realizing the purpose of the invention is as follows:
a linear induction motor system of a maglev train comprises
N motors on the left side and n motors on the right side respectively;
each left motor comprises an A-phase winding LA, a B-phase winding LB and a C-phase winding LC, and each right motor comprises an A-phase winding RA, a B-phase winding RB and a C-phase winding RC;
the LA of each left motor comprises a first branch winding and a second branch winding, wherein the input end of the first branch winding is connected to the input end of the second branch winding through a branch first contact KMX1, the output end of the first branch winding is connected to the output end of the second branch winding through a branch third contact KMX3, and the output end of the first branch winding is also connected to the input end of the second branch winding through a branch second contact KMX 2;
LB or LC of each left motor is identical to LA in structure, RA, RB or RC of each right motor is identical to LA in structure of the left motor;
all the in-phase windings of the left motor are connected in series to respectively form an A-phase winding LAL, a B-phase winding LBL and a C-phase winding LCL, and all the in-phase windings of the right motor are connected in series to respectively form an A-phase winding RAR, a B-phase winding RBR and a C-phase winding RCR; the input ends of the LAL, the LBL and the LCL are respectively connected to the output ends of the A phase, the B phase and the C phase of the vehicle-mounted inverter;
the input end of the RAR is connected to the A-phase output end of the vehicle-mounted inverter through an alternating-current contactor contact KM3, the input end of the RBR is connected to the B-phase output end of the vehicle-mounted inverter through an alternating-current contactor contact KM2, and the input end of the RCR is connected to the C-phase output end of the vehicle-mounted inverter through an alternating-current contactor contact KM 1; an alternating current contactor contact KM7 is further arranged between the input end of the RAR and the input end of the RBR, and an alternating current contactor contact KM6 is further arranged between the input end of the RBR and the input end of the RCR;
the output end of the LAL is connected to the output end of the RAR, the output end of the LBL is connected to the output end of the RCR, and the output end of the LCL is connected to the output end of the RBR; an alternating current contactor contact KM4 is further arranged between the output end of the LAL and the output end of the LCL, and an alternating current contactor contact KM5 is further arranged between the output end of the LCL and the output end of the LBL;
the alternating current contactor is used for controlling KM1, KM2, KM3, KM4, KM5, KM6 and KM7 respectively;
also included are ac contactors that control KMX1, KMX2 and KMX3 in each phase winding separately.
Further, the contact types of the alternating current contactor are as follows: KMX1 and KMX3 in all phase windings are normally closed contacts, and KMX2 in all phase windings is normally open contact.
A control method of a linear induction motor system of a maglev train comprises the following steps of
After the train starts, the alternating current contactor is used for controlling to enable: KMX1 and KMX3 in all phase windings are disconnected, and KMX2 in all phase windings is closed; the train running state enters a first voltage saturation stage after passing through a first constant thrust stage;
the first voltage saturation phase ends, controlled by the ac contactor such that: KMX1, KM2, KM3, KM4 and KM5 are closed, KM6 and KM7 are disconnected, KMX1 and KMX3 in all phase windings are kept disconnected, and KMX2 in all phase windings is kept closed; the train running state enters a second voltage saturation stage after passing through a second constant thrust stage;
the second voltage saturation phase ends, controlled by the ac contactor such that: KMX1 and KMX3 in all phase windings are closed, and KMX2 in all phase windings is opened; the train running state enters a third voltage saturation stage through a third constant thrust stage.
The invention has the beneficial effects that by distributing a plurality of different winding connection states, the motor obtains larger thrust and acceleration through overload in the starting and low-speed running stage, and the output capacity of the inverter can be more fully utilized in the acceleration stage, so that the train can accelerate to the maximum speed in a shorter time, and meanwhile, the train has higher residual acceleration at the maximum speed.
Drawings
FIG. 1 is an overall structure of a linear induction motor system including the connection of all motor windings, AC contactor contacts
Schematic of the distribution of contactor control principles.
Fig. 2 is a graph of the mechanical characteristics of the motor system over a normal operating speed range.
Fig. 3 (a) is a voltage and current variation curve of the output end of the vehicle-mounted inverter during the normal operation of the motor system.
Fig. 3 (b) is a voltage and current variation curve of each branch winding in the normal operation process of the motor system.
Fig. 4 is a schematic diagram of a portion of a vector control system of an electric machine.
Detailed Description
The structure and specific operation of the present invention will be described in further detail with reference to the accompanying drawings, wherein the examples described in the accompanying drawings are a general example of the disclosed apparatus and method, namely, assuming that the total number of motors is 2n, three-phase windings are mounted on the stator, wherein each phase winding comprises 2 branch windings (i.e., q=1), and the number of turns of each branch winding is p.
On the conventional medium-low speed magnetic levitation train developed in China at present, the motor winding technology is in an n-series two-parallel connection mode, namely all phase windings of five motors on two sides of each train are connected in series, then two branches are connected in parallel, and all branch windings of each phase winding are connected in series (the number of parallel branches is 1). In the low-speed constant-thrust operation stage of the motor, each winding branch circuit obtains a current which is half of the rated output current of the inverter in the operation mode; in the high-speed voltage saturation operation phase, the voltage obtained by each winding is one-n of the rated voltage.
In the schematic diagram of the linear induction motor driving system shown in fig. 1, it is assumed that the rated output phase voltage of the vehicle-mounted inverter is U N Rated output phase current I N The method comprises the steps of carrying out a first treatment on the surface of the Each section of vehicle is provided with a vehicle-mounted inverter, and a network side bus direct current power supply supplies power to the vehicle-mounted inverter; and n linear induction motors are respectively arranged on the left side and the right side of each section of vehicle to provide driving force. According to an exemplary configuration presented in FIG. 1, the sequence of operation of the various components of the system during the train from start-up to high speed operation is described in turnThe working principle is as follows;
firstly, when a train starts to start, all phase windings of a motor are connected in series with branch windings included in the motor (namely, the number of parallel branches is 1, the number of turns is 2 p), a controller starts to receive signals of the magnitude of phase current and voltage output by an inverter, which are detected and returned by a sensor, and determines whether to act on a switch contact of a contactor by judging the magnitude of the signals; all contactor contacts installed in the winding loop and controlling the on-off of the contactor contacts are as follows: KMX 1-KM 5 are normally closed contacts, KMX1 and KMX3 in all phase windings are normally closed contacts, KM6 and KM7 are normally open contacts, and KMX2 in all phase windings is normally open contact. The main purpose that so set up is to let the contactor electrified when the train starts, just cuts off the power supply after reaching the highest speed, just so avoided the unexpected influence that falls the power supply and bring of contactor under the high-speed operation.
During the start-up and low-speed operation phases, the value of the inverter output phase current is equal to I because the motor is in constant thrust phase 1 N All contacts of the contactor are in an activated state, namely KMX 1-KM 5 contacts are opened, KMX1 and KMX3 contacts in all phase windings are opened, KM6 and KM7 contacts are closed, and KMX2 contacts in all phase windings are closed. The train is operated in constant thrust phase 1 as shown in fig. 2. At this time, all three-phase windings of ten motors are connected in series ("2 n series"), and meanwhile, all branch windings are connected in series, namely, the number of parallel branches of the phase windings is 1, and the number of turns is 2p. The current divided by each branch winding is I under the rated output of the inverter N (twice of the branch current in the conventional "n-series two-parallel" mode), the branch division voltage of the winding rapidly rises along with the increase of the running speed, and as shown in fig. 3 (b), the train obtains constant thrust starting twice that output in the conventional "n-series two-parallel" connection mode; however, in this connection, the maximum number of branches per motor winding is limited by the total output voltage of the vehicle-mounted inverterThe voltage, so the constant thrust starting stage of the large acceleration does not last for a long time, namely, the voltage saturation stage 1 is entered;
in the voltage saturation stage 1, forThe increase in the electrical frequency causes an increase in the loop impedance, and under conditions of limited voltage output, both the phase current output by the inverter and the output thrust of the motor start to decrease, and the motor gradually returns to the rated operating state from the overload operating state. When the current sensor detects that the magnitude of the output phase current of the inverter is reduced toAt the same time, the voltage sensor detects that the output phase voltage of the inverter is the rated value U N When (hereinafter, simply referred to as "switching condition"), the controller immediately outputs a level signal to turn off the thyristor, and returns part of the contactor contacts to an inactive state. The specific actions are to close KM 1-KM 5 contacts, open KM6 and KM7 contacts, switch all motor phase windings into 'n strings of two parallel', and simultaneously keep the activation states of KMX1, KMX2 and KMX3 contacts (KMX 1 and KMX3 are open, KMX2 is closed), at the moment, the parallel branch number and the number of turns of the phase windings are unchanged, and enter a constant thrust stage 2;
in the constant thrust stage 2, the state of the motor before and after the inflection point is compared with the state of fig. 3 (b), it can be found that the branch current of the single motor is unchanged, so that the induction potential of each motor is basically unchanged after the winding connection mode is switched, at the moment, the total induction potential reflected at the output end of the inverter is reduced to half of the original one, as shown in fig. 3 (a), the total terminal voltage output by the inverter is immediately regulated by regulating the PWM signal output by the controller, and is reduced to about half of the original one, namely slightly greater than the original oneThe method is used for ensuring that the output current of the inverter can rise rapidly but cannot exceed the maximum value which can be born by the motor winding, and avoiding burning caused by overlarge current of the motor winding. The output current of the inverter rises rapidly at the switching point of the switch, so that the branch current of the winding and the output thrust of the motor are kept unchanged at the switching point and in the whole constant thrust stage 2, the train accelerates again under constant thrust, and in the stage, the voltage of each branch rises gradually along with the increase of the speed, and once reaching->I.e. enter voltage saturation phase 2;
the characteristic change of the motor in the voltage saturation stage 2 is basically the same as that in the voltage saturation stage 1, because the voltage is limited by the output capacity of the inverter, the impedance increase leads to gradual decrease of the current and output thrust of the motor winding, when the magnitude of the inverter phase current and voltage detected by the sensor meets the switching condition again, the output level signal is controlled to act on the contactor contacts in the rest active state, so that all the contactor contacts are changed from the active state to the inactive state, namely KM 1-KM 5 contacts are kept closed, KM6 and KM7 contacts are kept open, KMX1 and KMX3 contacts are closed and KMX2 contacts are opened, and in combination with the graph 1, it can be seen that all the branch windings in each phase winding are changed from the serial state before the switching operation to the parallel state, at this time, the number of parallel branches of each phase winding is 2, the number of turns of the branch windings is p, and the current divided by each branch winding is reduced to beAfter the connection state of the branch winding is switched, the constant thrust stage 3 is carried out;
the motor thrust, winding voltage and current characteristics in the constant thrust stage 3 are basically the same as those in the constant thrust stages 1 and 2, and are not repeated, and when the output voltage of the inverter is saturated, the inverter enters the voltage saturation stage 3;
the voltage obtained by each branch winding in the voltage saturation stage 3 isThe split current continues to decrease as the electrical frequency increases until it reaches a maximum speed. Meanwhile, in order to ensure that the train can have certain residual acceleration to overcome wind resistance at the highest running speed, the inverter still outputs larger current to provide enough electromagnetic thrust.
In the example described above, each phase winding comprises 2 branch windings, i.e. q=1, which can be extended to theoretically any value for q, depending on the slot area, fill rate, drive load and the linear motorMaximum speed, and the like. When the phase windings of the motor comprise 2 q When winding the branch, at most 7+3× (2 q -1) contacts.
According to the foregoing description, at the speed inflection point where the voltage saturation phase 1 ends to enter the constant thrust phase 2 in fig. 3 (a), since the inverter output voltage is saturated, it can be considered that the terminal voltage is equal to the sum of the induced potentials of 2n motors at this time, once the windings (phase winding and branch winding) are connected in series and cut into parallel, the total induced potential reflected at the end of the inverter will be doubled, and at this time, if the inverter output voltage is not immediately reduced, the total current will far exceed the rated current I of the inverter N Thereby burning out the motor and the inverter. Therefore, after the winding connection mode is switched, PWM signals output by the controller are correspondingly changed so as to ensure that the current of the branch winding and the output electromagnetic thrust of the single motor can be smoothly switched;
as shown in fig. 4, which is a vector control block diagram of a linear induction motor, a linear motor on a train is usually determined by using a vector control method of constant sliding frequency and rotor flux linkage positioning, wherein a given rotor flux linkage value is determined by looking up a table, and the given rotor flux linkage table is calculated from the mechanical and current characteristic curves of the motor through experiments before the motor leaves the factory. To ensure smooth transition of the branch current at the switching point while the total inverter output current does not increase beyond I N The magnetic chain table of a given rotor is kept constant after the inflection point of the speed to ensure the exciting current I d Will not mutate; and the thrust current I is ensured due to the given speed value q The current of a single branch winding of each motor before and after the switching point is kept not to be suddenly changed, and the output current of the inverter is increased to I again after the switching N . As can be seen from the mechanical characteristic curve of the single motor winding in the series/parallel mode in fig. 2, the conventional "n-series two-parallel" winding connection mode cannot obtain a large thrust force under the conditions of train starting and low-speed running, so that the acceleration time and the acceleration distance of the train are longer; if a connection mode of '2 n series connection' is adopted, the constant thrust operation stage of the motor can be shortened, and the single connection mode of the phase winding and the branch winding has a certain degreeDefects. The winding connection mode switching method provided by the invention is based on the advantages of various connection modes, compared with the traditional mode of' n strings of two parallel, the coverage area of the mechanical characteristic curve of the motor is increased by the shadow part shown in figure 2 on the premise of not changing the capacity of the inverter, and the starting acceleration of a train and the utilization rate of the capacity of the inverter can be effectively increased; in addition, by comparing the characteristic curves of several modes in fig. 2, it is not difficult to see that the residual acceleration at the highest speed in the winding connection mode switching mode is larger than that in the traditional mode of 2n series connection or n series two parallel connection, which means that the method can not only effectively reduce the total acceleration time of the train, but also improve the residual acceleration at the highest speed of the motor.
In the above detailed description of the exemplary embodiments, only the switching connection of two windings is mentioned, and in fact, the winding connection which can overload the motor within the allowable range may be theoretically used in the method proposed by the present invention, and those skilled in the art will understand that the foregoing embodiments are only for helping the reader understand the principles of the present invention, and the scope of protection of the present invention is not limited to such exemplary embodiments. All possible alternatives and modified embodiments, which are made according to the above description, are considered to fall within the scope of the claims of the present invention.
Claims (1)
1. A control method of a linear induction motor system of a maglev train is characterized by comprising the following steps of
N motors on the left side and n motors on the right side respectively;
each left motor comprises an A-phase winding LA, a B-phase winding LB and a C-phase winding LC, and each right motor comprises an A-phase winding RA, a B-phase winding RB and a C-phase winding RC;
the LA of each left motor comprises a first branch winding and a second branch winding, wherein the input end of the first branch winding is connected to the input end of the second branch winding through a branch first contact KMX1, the output end of the first branch winding is connected to the output end of the second branch winding through a branch third contact KMX3, and the output end of the first branch winding is also connected to the input end of the second branch winding through a branch second contact KMX 2;
LB or LC of each left motor is identical to LA in structure, RA, RB or RC of each right motor is identical to LA in structure of the left motor;
all the in-phase windings of the left motor are connected in series to respectively form an A-phase winding LAL, a B-phase winding LBL and a C-phase winding LCL, and all the in-phase windings of the right motor are connected in series to respectively form an A-phase winding RAR, a B-phase winding RBR and a C-phase winding RCR;
the input ends of the LAL, the LBL and the LCL are respectively connected to the output ends of the A phase, the B phase and the C phase of the vehicle-mounted inverter;
the input end of the RAR is connected to the A-phase output end of the vehicle-mounted inverter through an alternating-current contactor contact KM3, the input end of the RBR is connected to the B-phase output end of the vehicle-mounted inverter through an alternating-current contactor contact KM2, and the input end of the RCR is connected to the C-phase output end of the vehicle-mounted inverter through an alternating-current contactor contact KM 1; an alternating current contactor contact KM7 is further arranged between the input end of the RAR and the input end of the RBR, and an alternating current contactor contact KM6 is further arranged between the input end of the RBR and the input end of the RCR;
the output end of the LAL is connected to the output end of the RAR, the output end of the LBL is connected to the output end of the RCR, and the output end of the LCL is connected to the output end of the RBR; an alternating current contactor contact KM4 is further arranged between the output end of the LAL and the output end of the LCL, and an alternating current contactor contact KM5 is further arranged between the output end of the LCL and the output end of the LBL;
the alternating current contactor is used for controlling KM1, KM2, KM3, KM4, KM5, KM6 and KM7 respectively;
the alternating current contactor is used for respectively controlling KMX1, KMX2 and KMX3 in each phase winding;
the contact types of the alternating current contactor are as follows: KMX1 and KMX3 in all phase windings are normally closed contacts, and KMX2 in all phase windings is normally open contact;
Included
after the train starts, the alternating current contactor is used for controlling to enable: KMX1 and KMX3 in all phase windings are disconnected, and KMX2 in all phase windings is closed; the train running state enters a first voltage saturation stage after passing through a first constant thrust stage;
the first voltage saturation phase ends, controlled by the ac contactor such that: KMX1, KM2, KM3, KM4 and KM5 are closed, KM6 and KM7 are disconnected, KMX1 and KMX3 in all phase windings are kept disconnected, and KMX2 in all phase windings is kept closed; the train running state enters a second voltage saturation stage after passing through a second constant thrust stage;
the second voltage saturation phase ends, controlled by the ac contactor such that: KMX1 and KMX3 in all phase windings are closed, and KMX2 in all phase windings is opened; the train running state enters a third voltage saturation stage through a third constant thrust stage.
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