CN208369501U - A kind of magnetic-levitation train line inductance electromotor system - Google Patents
A kind of magnetic-levitation train line inductance electromotor system Download PDFInfo
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- CN208369501U CN208369501U CN201820854350.8U CN201820854350U CN208369501U CN 208369501 U CN208369501 U CN 208369501U CN 201820854350 U CN201820854350 U CN 201820854350U CN 208369501 U CN208369501 U CN 208369501U
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Abstract
The utility model discloses a kind of magnetic-levitation train line inductance electromotor system and its control method, electric system includes the parts such as short stator, three-phase windings, mover track and the controller of line inductance electromotor.All windings are coupled by multiple switches by controller control, controller then carrys out the connection type that Operation switch changes winding as instruction with the size for detecting inverter output current phase and voltage.The beneficial effects of the utility model are, by distributing a variety of different winding connection status, motor is set to obtain bigger thrust and acceleration by overload in starting and low speed operation phase, boost phase can more fully utilize the output capacity of inverter, allow train to accelerate to maximum speed in the shorter time, while having higher residual acceleration at maximum speed.
Description
Technical field
The utility model relates to normal magnetic conductions to float field of traffic, and in particular to its drive part, especially a kind of magnetic-levitation train
Line inductance electromotor system.
Background technique
In demand of the people to rail traffic increasingly developed today, magnetic-levitation traffic technique is with the operation of wherein low speed
Low noise have irreplaceable advantage compared to subway.China builds up a speed per hour in Changsha, Hunan at present
100 kilometers of low speed magnetic floating comercial operation line, operation situation are well stablized, while also there are the popularization technology in multiple local governments
Intention, these phenomenons demonstrate potentiality of the magnetic-levitation train in field of track traffic.
The driving method of medium-and low-speed maglev train uses line inductance electromotor, can pass through song compared to wheel track traffic train
The smaller track of line radius and the stronger climbing capacity of offer, same line inductance electromotor can have it in operational process
Distinctive side-termind effect enters motor and holds field decay, and there are backward-travelling wave, these phenomenons will lead to the output of motor for outlet
The reduction of thrust and efficiency, and as motor speed increases, it negatively affects more serious.It is straight used in medium-and low-speed maglev at present
The efficiency of line induction machine is about 60%~70%, has biggish gap compared to rotation asynchronous machine；On the other hand, it is
Guarantee the safety of train operation, line inductance electromotor used in magnetic floating system is all using big gap structure (minimum
11mm), which results in the power factor of motor is smaller.Therefore line inductance electromotor goes for bigger thrust and remaining acceleration
Degree certainly will need the inverter apparatus of bigger power consumption and use larger capacity, this undoubtedly will increase the manufacturing cost of train
With mobile unit volume.
Side-termind effect makes as caused by the particularity of line inductance electromotor structure, and the optimization of structure and control strategy can only
It is a degree of reduction and cannot inherently solve the effect.Therefore using the magnetic-levitation train of line inductance electromotor driving most
The bottleneck for being difficult to go beyond is suffered from the high speed of service and acceleration, in this context, from feeder ear and inverter
Side carry out technology exploration, its capacity utilization is improved under the premise of not changing existing inverter capacity, make motor starting with
And high speed stage can keep higher thrust and residual acceleration, be a kind of quite reasonable means.
Utility model content
The purpose of the utility model is to provide a kind of magnetic-levitation train line inductance electromotor systems, are not changing inverter capacity
On the basis of, make train on startup and low speed segment obtain more high thrust, has the method for more residual accelerations in high regime,
To make the train acceleration time effectively shorten with distance.
Realize that the technical solution of the utility model aim is as follows:
A kind of magnetic-levitation train line inductance electromotor system, including
Left motor and each n platform of right motor；
Every left motor includes A phase winding LA, B phase winding LB and C phase winding LC, every right motor include A phase around
Group RA, B phase winding RB and C phase winding RC；
The LA of every left motor includes first branch winding and second branch winding, and the input terminal of first branch winding is logical
The input terminal that the first contact of branch KMX1 is connected to second branch winding is crossed, the output end of first branch winding passes through branch third
Contact KMX3 is connected to the output end of second branch winding, and the output end of first branch winding also passes through the second contact of branch KMX2
It is connected to the input terminal of second branch winding；
The LB or LC of every left motor are identical as LA structure, RA, RB or RC of every right motor and left motor
LA structure is identical；
A phase winding LAL, B phase winding LBL and C phase winding is respectively constituted after the same phase winding series connection of all left motors
LCL respectively constitutes A phase winding RAR, B phase winding RBR and C phase winding RCR after the same phase winding series connection of all right motors；
The input terminal of LAL, LBL and LCL are connected respectively to the A phase, B phase and C phase output terminal of vehicle-mounted inverter；
The input terminal of RAR is connected to the A phase output terminal of vehicle-mounted inverter, the input of RBR by ac contactor contact KM3
End is connected to the B phase output terminal of vehicle-mounted inverter by ac contactor contact KM2, and the input terminal of RCR passes through A.C. contactor
Contact KM1 is connected to the C phase output terminal of vehicle-mounted inverter；Exchange is additionally provided between the input terminal of RAR and the input terminal of RBR to connect
Ac contactor contact KM6 is additionally provided between the input terminal of tentaculum contact KM7, RBR and the input terminal of RCR；
The output end of LAL is connected to the output end of RAR, and the output end of LBL is connected to the output end of RCR, the output end of LCL
It is connected to the output end of RBR；Ac contactor contact KM4 is additionally provided between the output end of LAL and the output end of LCL, LCL's
Ac contactor contact KM5 is additionally provided between output end and the output end of LBL；
It further include the A.C. contactor for controlling KM1, KM2, KM3, KM4, KM5, KM6 and KM7 respectively；
It further include the A.C. contactor for controlling KMX1, KMX2 and KMX3 in each phase winding respectively.
Further, the contact types of the A.C. contactor are as follows: KM1, KM2, KM3, KM4 and KM5 are normally-closed contact,
KM6 and KM7 is normally opened contact, and the KMX1 and KMX3 in all phase windings are normally-closed contact, and the KMX2 in all phase windings is normal
Open contact.
The beneficial effects of the utility model are, by distributing a variety of different winding connection status, are starting motor
Bigger thrust and acceleration are obtained by overload with the low speed operation phase, boost phase can more fully utilize inverter
Output capacity, allow train to accelerate to maximum speed in the shorter time, while having at maximum speed higher surplus
Remaining acceleration.
Detailed description of the invention
Fig. 1 is the overall structure of line inductance electromotor system, connection type, A.C. contactor including all machine windings
Contact
Distribution and contactor control principle schematic diagram.
Fig. 2 is mechanical characteristic figure of the electric system within the scope of normal running speed.
Fig. 3 (a) is that the electric system voltage of vehicle-mounted inverter output end, curent change in normal course of operation are bent
Line.
Fig. 3 (b) is electric system voltage of every branch winding, current curve in normal course of operation.
Fig. 4 is the vector control system partial schematic diagram of motor.
Specific embodiment
The concrete operation method of the utility model is described in further detail with reference to the accompanying drawing, is wherein shown described by attached drawing
Example is a common example of device and method disclosed in the utility model, i.e., hypothesis motor sum is 2n platform, is installed on stator
Three-phase windings, wherein every phase winding includes 2 branch windings (i.e. q=1), every branch umber of turn is p.
It is often led on medium-and low-speed maglev train what current China was developed, the machine winding technology used is " n string two is simultaneously "
Connection type, i.e. five motors of every section train two sides all phase windings series connection, then by two branch circuit parallel connections, while will be every
The branch winding of phase winding all connects (parallel branch number is 1).Under such method of operation, the low speed perseverance thrust of motor is run
In stage, every winding branch gets the half that electric current is inverter output-current rating；The voltage saturation operation phase of high speed
In, the voltage that each winding is got is n/mono- of voltage rating.
In line inductance electromotor drive system schematic diagram shown in FIG. 1, it is assumed that the rated output phase voltage of vehicle-mounted inverter
For UN, rated output phase current is IN；Every section vehicle installs a vehicle-mounted inverter, and net side bus DC power supply is powered for it；Every section
Vehicle each side installs n platform line inductance electromotor and provides driving force.A kind of exemplary structure presented according to Fig. 1, successively
The operation order and working principle of train each component part of system during starting to high-speed cruising are described；
Firstly, start to start when train, all phase windings of motor with including branch winding be connected in series (i.e. simultaneously
Joining circuitry number is 1, the number of turns 2p), controller starts the inverter output current phase that receiving sensor detection returns and voltage is big
Small signal, and decide whether to act contactor switch contact by judging its size；It is all to be mounted on winding loop
In, control the type of the contacts of contactor of its on-off are as follows: KM1~KM5 is normally-closed contact, KMX1, KMX3 in all phase windings
For normally-closed contact, KM6, KM7 are normally opened contact, and the KMX2 in all phase windings is normally opened contact.The main purpose of such setting
It is that contactor charges when allowing launch train, is just powered off after reaching most high speed, it is unexpected avoids contactor under high-speed cruising in this way
Power down bring influences.
In starting and low speed operation phase, since motor is in the permanent thrust stage 1, inverter output current phase value is equal to
IN, the full contact of contactor is active, i.e., the contact KM1~KM5 disconnects, KMX1, KMX3 touching in all phase windings
Point disconnects, KM6, KM7 contact closure, the KMX2 contact closure in all phase windings.Train operation is in permanent thrust as shown in Figure 2
In stage 1.All three-phase windings of ten motors are (" 2n series connection ") to be connected in series, while branch winding is also all gone here and there at this time
Connection, i.e. phase winding parallel branch number are 1, the number of turns 2p.Every branch winding is got in the case where inverter rated output
Electric current is all IN(under tradition " n string two is simultaneously " mode twice of branch current), the branch of winding gets voltage then with operation speed
Degree, which increases, to be risen rapidly, and as shown in Fig. 3 (b), train will obtain the perseverance exported under twice routine " n string two is simultaneously " connection type
Determine thrust starting；But under this connection type, it is limited to the output total voltage of vehicle-mounted inverter, every machine winding branch is most
More pointsVoltage can enter the voltage saturation stage 1 so the permanent thrust startup stage accelerated greatly does not last for a long time；
In the voltage saturation stage 1, frequency of supply increase causes impedance loop to increase, in the case where voltage output is limited,
The phase current of inverter output and the thrust output of motor all start to reduce, and motor gradually returns to specified fortune by overlond running state
Row state.When current sensor detects that inverter output current phase size is decreased toVoltage sensor detects inverse simultaneously
Become device output phase voltage as rated value UNWhen (hereinafter referred to as " switching condition "), controller exports a level signal immediately,
Silicon controlled crystal brake pipe is turned off, part contacts of contactor is made to return to unactivated state.Specific movement is the closure contact KM1~KM5,
The contact KM6, KM7 is disconnected, all motor phase windings are switched to " n string two is simultaneously ", while keeping the contact KMX1, KMX2 and KMX3
State of activation (KMX1, KMX3 are disconnected, KMX2 closure), phase winding parallel branch number and the number of turns are constant at this time, into permanent thrust rank
Section 2；
In the permanent thrust stage 2, by the state of motor before and after Fig. 3 (b) comparison inflection point, it can be found that the branch electricity of single motor
Flow constant, therefore the induced potential of every motor is also basically unchanged after winding connection switching, is reflected in inverter output at this time
Total induced potential of end is reduced to original half, as shown in Fig. 3 (a), by adjusting controller output pwm signal at once
The total end voltage for adjusting inverter output, is reduced to half of script or so, that is, is slightly larger thanThis is to guarantee inverter
Output electric current can with rapid increase but not be more than the maximum value that can bear of machine winding, avoid machine winding current excessive and
It burns.Since inverter output current rises rapidly at switching point, obtain so that winding branch current and motor it is defeated
Thrust will all remain unchanged at switching point and in the entire permanent thrust stage 2 out, and train accelerates under constant thrust again
Operation, in this stage, the voltage that every branch is got is gradually increasing with speed increase, once reachIt is i.e. full into voltage
With the stage 2；
The characteristic variations of motor and voltage saturation stage 1 are essentially identical in the voltage saturation stage 2, due to voltage be limited to it is inverse
Become device output capacity, impedance increase causes machine winding current and thrust output that can all be gradually reduced, detects when sensor
When inverter phase current voltage swing meets " switching condition " again, control outputs level signals are active residue
Contacts of contactor is acted, its is made all to change into unactivated state by state of activation, i.e. the contact KM1~KM5 remains closed,
The contact KM6, KM7 remains open, and KMX1, KMX3 contact closure and the contact KMX2 disconnect in all phase windings, can be in conjunction with Fig. 1
Find out that all branch windings in every phase winding have become parallel connection from the series connection before switch motion, at this time every phase
Winding parallel circuitry number is 2, and branch umber of turn is p, and every branch winding is got electric current and is reduced toThe connection of branch winding
Enter the permanent thrust stage 3 after state switching；
Permanent 3 motor thrust of thrust stage, winding voltage and current characteristics and constant thrust stage 1,2 is essentially identical, no
It is repeated after, when inverter output voltage is saturated, i.e., into the voltage saturation stage 3 more；
Every branch winding gets voltage and is in the voltage saturation stage 3Get electric current then with the increase of electric frequency and
It is lasting to reduce, until running to maximum speed.While in order to guarantee that train can have certain residue under highest running speed
Acceleration overcomes windage, and at this time inverter can still export biggish electric current to provide enough electromagnetic push.
Every phase winding includes 2 branch windings in example described above, i.e. q=1 can extend on the instance theory
Arbitrary value is taken to q, depending on many factors such as the groove area of linear motor, filling rate, driving load and maximum speeds.Work as electricity
The phase winding of machine includes 2qWhen branch winding, at most need to arrange 7+3 × (2 in winding switching partq- 1) a contact.
According to the description of front, the voltage saturation stage 1 terminates to enter at the speed inflection point in permanent thrust stage 2 in Fig. 3 (a),
Since inverter output voltage is saturated, it is believed that holding voltage at this time is the summation for being equal to 2n platform motor induced potential, once winding
(phase winding with branch winding) connection type is cut to parallel connection by connecting, and the total induced potential for being reflected in inverter end will reduce one
Times, at this time if not reducing inverter output end voltage at once, total current will be considerably beyond the rated current I of inverterN, into
And burn motor and inverter.So the pwm signal of controller output will also have to be changed accordingly after winding connection switching
Becoming can be smoothly switched with the branch winding current for guaranteeing single motor with output electromagnetic push；
It is illustrated in figure 4 the vector controlled block diagram of line inductance electromotor, the permanent sliding frequency of the linear motor use on usual train,
The vector control method of rotor flux positioning, rotor flux reference value are tabled look-up determination, and given rotor flux table then should be in motor
It is calculated by testing by the machinery and current characteristic curve of motor before factory.In order to guarantee branch current at switching point
Smooth transition, while inverter output total current will not increase above IN, should make given rotor flux table after speed inflection point
It keeps constant, to guarantee exciting current IdIt will not be mutated；Again since speed preset value ensure that push current IqIt will not be mutated, therefore
The single branch winding current holding of every motor will not be mutated before and after switching point, and after switching inverter output electric current again
It is increased to IN。
The mechanical characteristic that single motor winding is run under series/parallel mode in Fig. 2 can be seen that traditional " n
String is two simultaneously " winding connection mode, high thrust can not be obtained under launch train and low speed operation, cause the train acceleration time with
Acceleration distance is longer；If the permanent thrust operation phase of motor can be shortened using the connection mode of " 2n series connection ", phase winding with
The singular association mode of branch winding all has certain defect.The utility model proposes winding connection switching method, base
In a variety of connection types the advantages of, comparison tradition " n string two is simultaneously " mode does not change the machinery of motor under the premise of inverter capacity
Characteristic area coverage increases dash area shown in Fig. 2, can effectively increase the starting loop of train with it is inverse
Become the utilization rate of device capacity；In addition, the characteristic curve of the several modes in comparison diagram 2, it is not difficult to find out that winding connection switches
Residual acceleration under mode at maximum speed is greater than traditional " 2n series connection " or " n string two is simultaneously " mode, it means that
This method can not only effectively reduce the acceleration total time of train, can also improve the residual acceleration at motor maximum speed.
In the above-mentioned specific descriptions for exemplary embodiment, it is only referred to the switching connection type of two kinds of windings, it is true
As long as the upper winding connection that motor can be made to overload within the allowable range theoretically can the utility model proposes
It is used in method, it will be apparent to one skilled in the art that previously described embodiment is intended merely to that reader is helped to understand that this is practical
Novel principle, and the protection scope of the utility model is not limited to a kind of this exemplary embodiment.It is all to be retouched according to above-mentioned
It states and makes the various possible embodiments replaced and changed, be considered to belong to the claim protection model of the utility model
It encloses.
Claims (2)
1. a kind of magnetic-levitation train line inductance electromotor system, which is characterized in that including
Left motor and each n platform of right motor；
Every left motor includes A phase winding LA, B phase winding LB and C phase winding LC, every right motor include A phase winding RA,
B phase winding RB and C phase winding RC；
The LA of every left motor includes first branch winding and second branch winding, and the input terminal of first branch winding passes through branch
The first contact of road KMX1 is connected to the input terminal of second branch winding, and the output end of first branch winding passes through branch third contact
KMX3 is connected to the output end of second branch winding, and the output end of first branch winding also passes through the KMX2 connection of the second contact of branch
To the input terminal of second branch winding；
The LB or LC of every left motor are identical as LA structure, and RA, RB or RC of every right motor and the LA of left motor are tied
Structure is identical；
A phase winding LAL, B phase winding LBL and C phase winding LCL is respectively constituted after the same phase winding series connection of all left motors,
A phase winding RAR, B phase winding RBR and C phase winding RCR is respectively constituted after the same phase winding series connection of all right motors；
The input terminal of LAL, LBL and LCL are connected respectively to the A phase, B phase and C phase output terminal of vehicle-mounted inverter；
The input terminal of RAR is connected to the A phase output terminal of vehicle-mounted inverter by ac contactor contact KM3, and the input terminal of RBR is logical
The B phase output terminal that ac contactor contact KM2 is connected to vehicle-mounted inverter is crossed, the input terminal of RCR passes through ac contactor contact
KM1 is connected to the C phase output terminal of vehicle-mounted inverter；A.C. contactor is additionally provided between the input terminal of RAR and the input terminal of RBR
Ac contactor contact KM6 is additionally provided between the input terminal of contact KM7, RBR and the input terminal of RCR；
The output end of LAL is connected to the output end of RAR, and the output end of LBL is connected to the output end of RCR, the output end connection of LCL
To the output end of RBR；Ac contactor contact KM4, the output of LCL are additionally provided between the output end of LAL and the output end of LCL
Ac contactor contact KM5 is additionally provided between end and the output end of LBL；
It further include the A.C. contactor for controlling KM1, KM2, KM3, KM4, KM5, KM6 and KM7 respectively；
It further include the A.C. contactor for controlling KMX1, KMX2 and KMX3 in each phase winding respectively.
2. a kind of magnetic-levitation train line inductance electromotor system as described in claim 1, which is characterized in that the A.C. contactor
Contact types are as follows: KM1, KM2, KM3, KM4 and KM5 are normally-closed contact, and KM6 and KM7 are normally opened contact, in all phase windings
KMX1 and KMX3 is normally-closed contact, and the KMX2 in all phase windings is normally opened contact.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201820854350.8U CN208369501U (en) | 2018-06-04 | 2018-06-04 | A kind of magnetic-levitation train line inductance electromotor system |
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201820854350.8U CN208369501U (en) | 2018-06-04 | 2018-06-04 | A kind of magnetic-levitation train line inductance electromotor system |
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| Publication Number | Publication Date |
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| CN208369501U true CN208369501U (en) | 2019-01-11 |
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|---|---|---|---|
| CN201820854350.8U Expired - Fee Related CN208369501U (en) | 2018-06-04 | 2018-06-04 | A kind of magnetic-levitation train line inductance electromotor system |
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN108599668A (en) * | 2018-06-04 | 2018-09-28 | 西南交通大学 | A kind of magnetic-levitation train line inductance electromotor system and its control method |
-
2018
- 2018-06-04 CN CN201820854350.8U patent/CN208369501U/en not_active Expired - Fee Related
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN108599668A (en) * | 2018-06-04 | 2018-09-28 | 西南交通大学 | A kind of magnetic-levitation train line inductance electromotor system and its control method |
| CN108599668B (en) * | 2018-06-04 | 2023-07-21 | 西南交通大学 | Linear induction motor system of maglev train and control method thereof |
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