JP2572907B2 - Thrust Compensation Method for Linear Induction Motor Car - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a linear induction motor drive of a primary coil type on a vehicle using a variable frequency variable voltage inverter (hereinafter abbreviated as VVVF inverter).
It compensates for fluctuations in thrust characteristics due to temperature.

[0002]

2. Description of the Related Art FIG. 2 shows a configuration of a linear induction motor car of a primary coil type on a car at the time of N-car formation. Numeral 1 denotes the entire linear motor car in the first vehicle in the traveling direction, 11 denotes an iron core of the linear motor, 21 denotes a coil of the linear motor, 31 denotes a VVVF inverter, and 41 denotes a vehicle speed sensor. Reference numeral 10 denotes a reaction plate. In the second and subsequent cars, the same applies to the first car. In the Nth car, N indicates the entire linear motor car in the Nth car in the traveling direction, 1N indicates the core of the linear motor, 2N indicates the coil of the linear motor, and 3N indicates the VV.
VF inverter, 4N is a vehicle speed sensor.

[0003] The coil 21 forms a polyphase connection, and a plurality of coils 21 are provided in the traveling direction of the vehicle as shown in the figure, but the details of the configuration are not particularly related to the gist of the present invention. Stop. These coils are fed from the VVVF inverter 31. The direction of the current of the one-phase coil is distributed with different polarities and magnitudes depending on the position with respect to the traveling direction, as shown by the mark (from the paper surface) and the cross (from the paper surface) in FIG. I do. In FIG. 2, the broken lines indicate the loop and direction of the main magnetic flux generated by the current of the coil. That is, the main magnetic flux passes through the air gap from the iron core, passes through the reaction plate 10 (metal body), passes through the air gap again, and returns to the iron core. The reaction plate 10 is fixed on the ground.

The means for holding the entire linear motor car 1 in the air and providing a gap between the iron core 11 and the reaction plate 10 uses a levitation electromagnet (not shown in FIG. 2) or wheels like an ordinary railway.

When the main magnetic flux overlaps each phase component generated by each phase current, a substantially constant composite magnetic flux advances at a speed according to the frequency and phase sequence of the VVVF inverter 31.
This is equivalent to the rotating magnetic field of the rotary induction motor, and the secondary current is correspondingly increased by the reaction plate 10.
And the thrust (corresponding to torque) is generated by the product of the secondary current and the magnetic flux, and the entire linear motor car 1 is propelled by the reaction force from the reaction plate 10. In order for the secondary current to flow, a speed difference is required between the speed of the traveling magnetic field and the speed of the entire linear motor car 1, which corresponds to the slip frequency.

The relationship between thrust and slip frequency is represented by f _s = K (R ₂ · F) / φ ² (1), where f _s ; slip frequency [Hz] R ₂ ; secondary resistance (reaction) Plate equivalent resistance)
[Ω] K; constant F; thrust [N] φ; strength of main magnetic flux [T].

Various methods of controlling the VVVF inverter have been proposed. Here, the output of the VVVF inverter (that is, the input of the primary coil of the linear motor) and the frequency are made substantially proportional to keep the strength φ of the main magnetic flux constant. , And the slip frequency f _s required to generate the desired thrust F is given by equation (1). In this case, equation (1) is expressed as equation (2) using command values (marked with *). f _s ^* = K (R ₂₀ · F ^* ) / φ ² (2) where f _s ^* ; slip frequency command F ^* ; thrust command R ₂₀ ; secondary resistance R given to the VVVF inverter controller
_{This is} the data of ₂ .

FIG. 3 is a control block diagram of a VVVF inverter 31 for energizing the linear induction motor car of FIG. The thrust command F ^* given by the driver is
It is converted into the slip frequency command f _s ^* shown in Expression (2) by 311. f _s ^* is added to the output signal f _m of the vehicle speed sensor 41, the frequency instruction f _i ^* of VVVF inverter. _{^{f i * = f s * +}} f m (4)

[0009] Although modulators 312 generates a switching signal to be supplied to VVVF inverter 313, which is controlled by the frequency instruction f _i ^* and the voltage command V _i ^*. Actually VV
Means for holding the switching frequency of the VF inverter substantially within a certain range, but stabilization means such as to the disturbance is required, especially essential control variable for the frequency instruction f _i ^* and the voltage command V _i ^* two One. For generation of the voltage command V _i ^* Also, to obtain approximately the intensity φ constant flux, requires a means for proportionally the frequency instruction f _i ^* and the voltage command V _i ^*, which are well known The description of the technique is omitted.

The output of the VVVF inverter 313 is supplied to a linear induction motor (RIM) 314.

[0011]

SUMMARY OF THE INVENTION Reaction plate
10 is fixed on the ground, on which the train passes. Since the temperature coefficient of the resistance value of an aluminum alloy or a copper alloy used for the reaction plate is high, the temperature rises every time the vehicle passes and the secondary resistance R in the equation (1) is calculated.
₂ changes. For the planned thrust command F ^* , the data R _{20 of the} secondary resistor R ₂ given to the VVVF inverter controller
Unless is updated, the slip frequency f _s ^* commanded to the VVVF inverter 313 becomes an incorrect value, and as a result, the thrust F
Is different from the thrust command F ^* .

For example, when the material is copper, the relation between the resistance and the temperature is R '/ R = (234.5 + t') / (234.5 + t) (3) where: R; resistance value at temperature t R '; temperature t ′. If t = 0 ° C. and t ′ = 50 ° C., R ′ / R = 1.21, and the actual thrust value changes by 21% for the same thrust command. The present invention is intended to prevent such an unexpected change in the thrust value due to a change in the temperature of the reaction plate 10.

[0013]

There is a possible somewhat to insensitive thrust control for SUMMARY OF THE INVENTION The variation of the secondary resistance R ₂ but requires rather complex process. In the case of a rotary induction motor, the secondary conductor is located at the center of the main body, which is almost sealed, and it is difficult to dissipate heat.
It is said that the secondary resistance changes by 80%. However, in the case of the on-vehicle primary coil type linear induction motor, which is the object of the present invention, the heat radiation of the secondary conductor is good, and the heat generation period is only at the moment when the vehicle passes, so that the temperature when one vehicle passes therethrough. elevated obtained in advance, it is sufficiently corrected by keeping the larger value as the rear of the vehicle secondary resistance data R _20.

A thrust compensation system for a linear induction motor car according to the present invention based on such a technical idea is a thrust control of a linear induction motor car system using a variable frequency variable voltage inverter having a coil on a vehicle and a reaction plate on the ground. , The secondary resistance value is corrected according to the number N of the order from the leading vehicle in the traveling direction of the vehicle.

Alternatively, in a thrust control of a linear induction motor car system using a variable frequency variable voltage inverter having a coil on a vehicle and a reaction plate on the ground, the number N of the order from the leading vehicle in the traveling direction of the vehicle The slip frequency command may be corrected to a higher value accordingly.

[0016]

[Action] slip frequency command given to the VVVF inverter f _s ^* is corrected in proportion to the data R ₂₀ in the secondary resistance R ₂ given in the VVVF inverter controller, the thrust F is as close to the thrust instruction F ^* Act on.

Note that the slip frequency f _s ^* is determined by the data R ₂₀
It is needless to say that the correction may be made directly by the number N without the procedure of the correction.

[0018]

FIG. 1 is a control block diagram of a VVVF inverter for energizing a linear induction motor car according to the present invention based on such a technical idea. Blocks having the same functions as those of FIG. Indicated by Features of the control block diagram shown in FIG. 1 is that the data R ₂₀ in the secondary resistance R ₂ given in the VVVF inverter controller, and add the secondary resistance correction block 316 for correcting according to equation (3). The secondary resistance correction block 316 includes a number N discriminator.
315 supplies the number N of the order from the leading vehicle in the train traveling direction.

The number N of the order from the leading vehicle in the train traveling direction is input when the formation of the train is determined. When the traveling direction is changed, the order is reversed, but this can be easily changed.

[0020]

According to the present invention, in a control system utilizing a slip frequency directly or indirectly for thrust control of a linear induction motor, a slight addition of a vehicle connection order number is provided. In addition, it is possible to obtain a practically uniform thrust control characteristic for a linear motor car having a long knitting.

[Brief description of the drawings]

FIG. 1 is a control block diagram of a VVVF inverter for energizing a linear induction motor car according to the present invention.

FIG. 2 is a diagram showing a configuration of a linear induction motor car of an on-board primary coil system.

FIG. 3 is a control block diagram of a conventional VVVF inverter for energizing the linear induction motor car of FIG. 2;

[Explanation of symbols]

 1 Entire linear motor car 10 Reaction plate 11 Core of linear motor 21 Linear motor coil 31 VVVF inverter 41 Speed sensor 312 Modulator 313 VVVF inverter 314 Linear induction motor (RIM) 315 Vehicle number N input device 316 Secondary resistance correction block

Claims (2)

(57) [Claims] 1. A reaction plate is provided on the ground, a coil and a variable frequency variable voltage inverter are provided on a vehicle, and a control is performed so that an AC voltage applied to the vehicle coil and a frequency are substantially proportional to each other. _s ^*; slip frequency command K; constant R _20; data of the secondary resistance given to the inverter controller F ^*; thrust command phi; when the strength of the main magnetic ^{_{flux, f s * = K (R}} 20 · F ^*) / phi in the control system for a linear induction motor car system for controlling to be proportional to the synergistic product of the thrust command value and the secondary resistance value the slip frequency according to ^2, the number of order from the head vehicle regarding the traveling direction of the vehicle Accordingly, by sequentially correcting the data of the secondary resistance to a high value, a high slip frequency proportional to the increase in the secondary resistance of the reaction plate caused by the passing of the preceding vehicle is generated. And thrust compensation scheme of linear induction Motaka, characterized in that to obtain a uniform thrust in the same organization. 2. A reaction plate is provided on the ground, and a coil and a variable frequency variable voltage inverter are provided on the vehicle, and the AC voltage applied to the vehicle coil and the frequency are controlled so as to be substantially proportional to each other. _s ^*; slip frequency command K; constant R _20; data of the secondary resistance given to the inverter controller F ^*; thrust command phi; when the strength of the main magnetic ^{_{flux, f s * = K (R}} 20 · F ^*) / phi in the control system for a linear induction motor car system for controlling to be proportional to the synergistic product of the thrust command value and the secondary resistance value the slip frequency according to ^2, the number of order from the head vehicle regarding the traveling direction of the vehicle Accordingly, the slip frequency command is sequentially corrected to a higher value corresponding to the increase in the secondary resistance of the reaction plate caused by the passing of the preceding vehicle, thereby obtaining a uniform thrust in the same train. Thrust compensation system of linear induction Motaka, characterized in that.