EP1532643A1 - Procede de transport sans fil et sans contact d'energie et de donnees, et dispositif correspondant - Google Patents

Procede de transport sans fil et sans contact d'energie et de donnees, et dispositif correspondant

Info

Publication number
EP1532643A1
EP1532643A1 EP03790754A EP03790754A EP1532643A1 EP 1532643 A1 EP1532643 A1 EP 1532643A1 EP 03790754 A EP03790754 A EP 03790754A EP 03790754 A EP03790754 A EP 03790754A EP 1532643 A1 EP1532643 A1 EP 1532643A1
Authority
EP
European Patent Office
Prior art keywords
stator
secondary part
phase motor
energy
windings
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
EP03790754A
Other languages
German (de)
English (en)
Inventor
Gerd Griepentrog
Reinhard Maier
Andreas Pohl
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Siemens AG
Original Assignee
Siemens AG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Siemens AG filed Critical Siemens AG
Publication of EP1532643A1 publication Critical patent/EP1532643A1/fr
Ceased legal-status Critical Current

Links

Classifications

    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01F—MAGNETS; INDUCTANCES; TRANSFORMERS; SELECTION OF MATERIALS FOR THEIR MAGNETIC PROPERTIES
    • H01F38/00—Adaptations of transformers or inductances for specific applications or functions
    • H01F38/18—Rotary transformers

Definitions

  • the invention relates to a method for wireless and contactless energy and data transport in systems which consist of fixed and movable structural parts and of a three-phase motor as a drive for the movable structural parts.
  • the three-phase motor can be designed as a rotating motor and in particular also as a linear motor.
  • the invention relates to a device for carrying out the method, with a three-phase motor, which consists of a stator and rotor or linear secondary part - both referred to below as secondary part only.
  • Transport devices are often driven directly with linear motors. There is a need to transfer energy and information to the driven components in order to perform certain functions, such as to be able to carry out loading and unloading and to supply the relevant facilities.
  • a piece goods transport device consists of a large number of wagons, which in turn carry different goods - such as luggage, mail items, etc.
  • the carriages move along predetermined paths, such as rails or the like, and are driven by one or more linear motors (LIM).
  • LIM linear motors
  • One or more stators of these linear motors (LIM) are fixed between the rails.
  • the secondary parts of the linear motors (LIM) are attached to the cars to be driven.
  • they consist of a solid conductor, such as aluminum or copper, for example in the case of an asynchronous three-phase LIM, but often to improve the magnetic table conclusion are still equipped with a laminated core behind this solid conductor.
  • the wagons For sorting luggage, the wagons have to pick up or deliver general cargo so that the transport device can fulfill its intended purpose.
  • the wagons have a conveyor, e.g. Belt conveyor with electric drive or the like, which can pick up or deliver the piece goods transversely to the direction of movement of the carriage at certain points.
  • energy is required for this drive on the carriage.
  • the drive must be signaled in a suitable way when and in what way piece goods are to be picked up or handed over.
  • it may be necessary to obtain information about the general cargo e.g. Weight, size, shape, code read from the piece goods, etc. to be transferred to a stationary control of the transport device.
  • the invention provides an improved possibility of transmitting energy on the one hand and data as information on the other hand from stationary components of a plant to moving parts of the plant and devices for function control there. This is particularly advantageous in the case of transport devices with a linear motor, but can also be used in systems with rotating parts. Functions can therefore be carried out on the driven parts of the system with precise data.
  • the disadvantages of the prior art mentioned at the outset are avoided, since the three-phase motor which is present anyway for driving the movable components is used simultaneously for the transmission of energy and data.
  • the basic idea of the invention is not only to design the secondary part as a solid conductor with or without a laminated core, but rather to use a laminated core which is the same or similar to the stator with inserted windings as a secondary part, as will be explained below with reference to FIGS. 1 and 2 is explained. It is essential for the generation of a translatory force that the stator and the secondary part have the same number of pole pairs or pole divisions. However, the stator and the secondary part can have different windings in terms of number of turns and cross section.
  • FIG. 1 shows the basic structure of the stator and secondary part of a linear motor
  • FIG. 2 shows the basic structure of the stator and rotor of a rotating three-phase motor
  • FIG. 3 shows the wiring of the stator and secondary part of the three-phase motor according to FIG. 1
  • FIG. 4 shows a wiring of FIG
  • FIG. 5 the energy supply of an individual carriage in a transport system
  • FIG. 6 an energy bus to supply all carriages
  • 7 shows the coupling and decoupling of high-frequency signals for the transmission of data between the stator and the secondary part of the three-phase motor
  • FIG. 8 the complete data and power bus system.
  • FIG. 1 A stationary stator is designated by 10, whereas the secondary part of the linear motor, which is relatively movable, is identified by 20.
  • the stator 10 and the secondary part 20 have winding phases a, b and c, which in different combinations + a, ⁇ b and ⁇ c, where + and - denote the respective current direction, to the phases L1, L2, L3, which serve as leads for Serve windings are connected.
  • FIG. 1 A stationary stator is designated by 10 ⁇ , whereas the secondary part, which is relatively movable, is identified as a rotor by 20 '.
  • Stator 10 ⁇ and rotor 20 in turn have winding strands a, b and c, which in different combinations ⁇ a, ⁇ b and ⁇ c, where + and - denote the respective current direction, to the phases Ll, L2, L3, which serve as leads for Serve windings are connected.
  • FIG. 3 The transfer of energy from the stator 10 or 10 'to the movable secondary part 20 or rotor 20' is shown as a circuit diagram in FIG. 3, in which parts 10 and 20 are specifically identified, and takes place according to the following principle:
  • the three windings 11 to 13 of the stator 10 are connected in the usual way with the three-phase network or a 3-phase motor control unit 30, e.g. a frequency converter or a three-phase controller.
  • the three windings 21 to 23 of the secondary part 20 are connected in a star or delta connection.
  • the free ends of the windings 21 to 23 in the star connection or their nodes in the delta connection are fed to a ⁇ -pulse rectifier 24 with diodes D1 to D6.
  • the induction caused by the stator 10 induces alternating voltages in the windings 21 to 23 of the secondary part 20 under certain conditions. These voltages are converted in the rectifier 24 to a direct voltage, which generates a pulsating direct current when the rectifier output is loaded.
  • the direct current is first fed to a storage element, such as a supercap, an accumulator or the like, but in particular a capacitor 28 with capacitance C, via a further diode 26.
  • the current flowing in increases the voltage across the capacitor 28 in proportion to the amount of charge. If a certain voltage necessary for the energy supply of the car 50 is reached, then the Switch 25 closed, so that there is again a short-circuit rotor for the linear motor.
  • the switch 25 is opened again and the capacitor 28 with capacitance C is recharged.
  • the voltage on the capacitor 28 is thus regulated between an upper and a lower limit value by actuating the switch 25.
  • the switch 25 is a transistor, in particular a field effect transistor. With such a transistor, very high switching frequencies can be realized, so that as a result, a quasi-steady-state voltage is present at the capacitor 28, which voltage can be taken for the power supply of the carriage 50.
  • Suitable control algorithms control the switch 25 such that the voltage across the capacitor 28 is kept almost constant regardless of the power drawn and the speed of the secondary part 20.
  • the voltage across the capacitor 28 is kept in the range of a few volts in order to minimize the principle-related additional slip due to the energy transmission, and this voltage is subsequently raised to the required level in a DC-DC converter.
  • the three windings 11 to 13 of the stator 10 are superimposed with a current which is identical to the three windings 11 to 13 in addition to the three mains-frequency currents which are offset by 120 ° from one another , ie each has the same phase position.
  • This current is also referred to as zero current because it is necessary to connect the stator star point to return it.
  • the impressed zero current preferably has a higher frequency than the network frequency.
  • this zero current has the same phase position in all three windings, this results in only a time-varying field, but not a traveling field. This means that the higher-frequency currents do not generate any additional thrust.
  • both the windings 11 to 13 of the stator 10 and the windings 21 to 23 of the secondary part 20 must be connected as a star with an accessible star point in order to return the zero current.
  • a voltage is in turn induced by the magnetic field of the stator windings 11 to 13, which via a 2-pulse rectifier for charging the capacitor 28 with capacitance C and thus for supplying power to the carriage 50 in the manner described above and Way can be used.
  • This procedure has the advantage that the transferable power is largely independent of the slip between the secondary part 20 and the traveling field of the stator 10.
  • stator 10 and secondary part 20 must be modified in accordance with FIG. 3.
  • Charge control is not necessary in this case because the voltage across the capacitor 28 cannot exceed the transformed value of the impressed harmonic.
  • the feed of the resulting transport device and the energy supply of the transported device can thus be controlled independently of one another.
  • the stator 10 is usually supplied via converters, for example the motor control device 30.
  • converters for example the motor control device 30.
  • suitable modification of the control procedure e.g. suitable modulation of the voltage space vector, for the converter the above can be Implement frequency components without additional hardware.
  • a rechargeable energy store 40 which can again be a supercap or an accumulator, for example, is additionally provided on each carriage 50 Stabilization of the supply voltage attached.
  • the energy store 40 is charged when the carriage is above the stator and, when the carriage is between two stators, serves as an energy source for the power supply of the carriage.
  • the energy supplies of the carriages 50, 50 ',... 50 n ' can be connected to one another. This is possible because the carriages 50, 50 ',... 50 n ' form an essentially closed chain anyway, because otherwise the carriages which are not currently being driven would stop.
  • the connection of the energy supplies to the carriages creates an energy bus, so that carriages that are just above a stator also provide the energy for carriages that are currently in the space between two stators 10, 10 '.
  • the energy stores 40 on each carriage 50, 50 ',... 50 n ' can be considerably smaller or can be omitted entirely.
  • Another advantage is that all of the carriages 50, 50 ',... 50 n ' can be supplied with energy for an indefinite time even when the transport device is at a standstill.
  • data is transferred from the stationary part to the moving part of the linear motor, i.e. from
  • Stator 10 on the moving carriage 50, 50 ', ... 50 n ', and vice versa according to the following principle:
  • the inductive coupling between the stator 10 as the primary part and the secondary part 20 is also used as the secondary part.
  • the data will be more appropriate, according to the state of the art known
  • Modulated form and transmitted in the form of signals with a significantly higher frequency than the mains frequency Any methods such as e.g. PSK, FSK, OFDM, CDMA, frequency hopping etc. are used.
  • a so-called coupling unit 60 which essentially consists of a high-frequency transmitter with four windings 61 to 64 and three coupling capacitors 66 to 68.
  • the coupling unit 60 When connecting the three line-side windings of the high-frequency transformer 61 to 63, care must be taken to ensure that the coil connections have the same orientation with respect to the start of the windings so that the high-frequency magnetic fields in the air gap of the linear motor do not cancel each other out.
  • each winding 11, 12, 13 of the stator 10 is connected to a winding 61, 62, 63 of the high-frequency transmitter in such a way that the fields reinforce one another.
  • all other coupling methods known from the prior art can also be used in principle.
  • a corresponding procedure is followed on the secondary part side in that the essentially identical coupling unit 60 is connected in the same way to the winding ends of the secondary part 20.
  • FIG. 8 shows a combined data and energy bus system for the stationary area with stators 10 on the one hand and the movable area with secondary parts 20 or carriages 50 on the other hand.
  • a sensor 78 is attached to each secondary part 20, which detects the position of an individual carriage 50 above the stator 10. If a carriage 50 is detected above the stator 10, the control of the movable components releases the associated coding device for the transmission of message telegrams. The carriage 50 in turn recognizes incoming data telegrams and, after successful receipt of a telegram from the sta- gate 10 itself a data telegram via the stator 10 to the fixed controller with electronics 70.
  • each telegram is preceded by a unique destination address so that the recipient of the message can be identified. If a carriage 50 now receives a data telegram which is not intended for it, it is transmitted to the data bus 76.
  • the telegram traffic on the data bus 76 can also be carried out according to the principles known from field bus systems CSMA / CA, CSMA / CD or master-slave.
  • An energy bus 71 on the one hand and a data bus 72 on the other hand can also be present on the stator side.

Landscapes

  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Control Of Linear Motors (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Control Of Ac Motors In General (AREA)

Abstract

Dans des installations comportant des parties structurales fixes et mobiles et un moteur triphasé pour l'entraînement, ledit moteur triphasé peut également être utilisé pour la transmission sans fil d'énergie et / ou de données. La transmission des parties structurales fixes aux parties structurales mobiles du moteur triphasé se produit en particulier par induction. Dans le dispositif correspondant comportant un moteur triphasé constitué d'un stator (10, 10') et d'une partie secondaire (20, 20'), la partie secondaire (20, 20') est conçue, non pas comme dans l'état actuel de la technique, en tant que conducteur massif, avec ou sans empilement de tôles, mais plutôt en tant qu'empilement de tôles identique ou similaire au stator (10, 10') et pourvu de bobinages intégrés (21 à 23).
EP03790754A 2002-08-30 2003-08-27 Procede de transport sans fil et sans contact d'energie et de donnees, et dispositif correspondant Ceased EP1532643A1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE10240080A DE10240080A1 (de) 2002-08-30 2002-08-30 Verfahren zum draht- und berührungslosen Energie- und Datentransport und zugehörige Vorrichtung
DE10240080 2002-08-30
PCT/DE2003/002854 WO2004021376A1 (fr) 2002-08-30 2003-08-27 Procede de transport sans fil et sans contact d'energie et de donnees, et dispositif correspondant

Publications (1)

Publication Number Publication Date
EP1532643A1 true EP1532643A1 (fr) 2005-05-25

Family

ID=31502162

Family Applications (1)

Application Number Title Priority Date Filing Date
EP03790754A Ceased EP1532643A1 (fr) 2002-08-30 2003-08-27 Procede de transport sans fil et sans contact d'energie et de donnees, et dispositif correspondant

Country Status (5)

Country Link
US (1) US7432622B2 (fr)
EP (1) EP1532643A1 (fr)
JP (1) JP2005536978A (fr)
DE (1) DE10240080A1 (fr)
WO (1) WO2004021376A1 (fr)

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Also Published As

Publication number Publication date
US20050225188A1 (en) 2005-10-13
WO2004021376A1 (fr) 2004-03-11
DE10240080A1 (de) 2004-03-11
JP2005536978A (ja) 2005-12-02
US7432622B2 (en) 2008-10-07

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