RO127390A2 - Method and equipment for driving the trolleybus - Google Patents

Abstract

The invention relates to a method and an equipment for driving a trolleybus. The equipment claimed by the invention comprises a fusible, a radio parasites filter, a main switch and some contactors by means of which the direct current voltage picked from a contact line is applied to a rectifier with four diodes () to which there are connected in parallel two tyristors (), the output voltage from the rectifying bridge being applied to a three-phase traction inverter with six power transistors (), which supply an asynchronous three-phase traction motor (), the motor () having a position and speed transducer () and a rheostatic braking circuit, the inverter being controlled by an inverter control block ()ensuring the control of the transistors () of the inverter for various operation conditions, these controls being carried out by also taking into account some operation controls received from a central control block (), by means of a data and control bus (), to which there are also connected: an intelligent display (), a laptop type computer () and some vehicle control pedals (). The method claimed by the invention for driving a trolleybus, consists in passing through several driving conditions, namely: from an inactive condition into a prepared condition wherein one of the running, braking or parking conditions are selected, followed by a running stand-by condition, if the running condition is selected, wherein the equipment operation is checked, followed by passing into the running condition wherein the vehicle runs with the speeds requested by the driver, then there may be passed into a running retraction stand-by condition and then into a traction stopping stand-by condition, followed by the prepared condition, and in the situation in which the driver pushes the brake pedal, there is passed from the stable brake position to the traction stopping stand-by condition ad then to the braking condition followed, after stopping the vehicle, by the prepared condition.

Description

The nominal input voltage in the drive equipment with three-phase inverter and asynchronous traction motors is 750 Vdc or 600 Vdc, with a variation of voltage typically of + 25% ... - 30% to which are added atmospheric overvoltages.

The nominal input voltage in the control unit with microprocessors is 24 Vdc, with a variation of voltage typically of + 25% ... - 30%. This voltage is charged by the battery of the urban vehicle (tram, subway or trolleybus).

The drive equipment is designed to work in heavy conditions on the vehicle, namely: high mechanical vibration, wide temperature range of -40 ... + 55 ° C, etc.

The drive equipment is made with an LC input filter, three-phase power inverters and asynchronous traction motors.

Three-phase inverters are made with IGBT type high voltage and high voltage transistors.

The control block is made up of a Eurocard double type electronic drawer in which the connections to the electronic cards are made through the front, for inputs and outputs, the internal connections being made through the motherboard.

The resident programs allow to perform four basic functions, namely:

• Control - by reading the state of the vehicle's electric drive system and commands given to the system;

• Adjustment - by commands sent to the three-phase inverter - ÎNV 3 - which operate two asynchronous traction motors (in the case of the tram) or a traction motor (in the case of the trolleybus). In the traction and electric braking regimes with energy recovery, the torque is constantly regulated. In the case of electric braking, the voltage limitation of the filter is ensured by connecting the dynamic (resistive) braking, so that the total braking torque is that required by the driver of the vehicle.

In addition, the control block provides protection against skidding in the case of start-up and anti-locking during electric braking.

• Communication - both internally, between Master and Slave control cards, as well as with an external computer, for diagnosis;

• Diagnosis - by collecting and storing significant data for the state of the entire drive system and storing them in a non-volatile memory; In addition, an alphanumeric display with 4 lines of 20 characters is available, reflecting the current situation of the entire system.

CȚ1012-00049-3 1 -03- 2008

Different drives with three phase inverters with IGBT transistors and asynchronous traction motors are known, which only partially ensures the desires of a complete and effective drive, namely: at the entrance of the rheostatic braking the braking with energy recovery is disconnected, sometimes the regulation surges occur, most of the blocks Control for trams and trolleybuses are made with electronic boards that contain logical and analog elements that have large gauges and reduced reliability, and generally they do not contain diagnostic blocks for the entire drive equipment and for longer operating times.

Newer ones have also appeared control blocks with microprocessors that perform only part of the functions of the control block according to the invention and only part of the events are diagnosed.

The technical problem that the invention solves is to perform the following main functions:

• Providing traction and braking regimes with energy recovery, without the need to switch the power scheme with additional contactors for both tram, light subway and trolleybus operation;

• Ensure the protection of the passengers in case of a dangerous tension in the trolleybus body;

• Control - by reading the state of the vehicle's electric drive system and commands given to the system;

• Adjustment - by commands sent to the three-phase inverter - INV 3- which operates two traction motors (in the case of the tram) or a traction motor (in the case of the trolleybus). In the traction and electric braking regimes with energy recovery, the torque is constantly regulated. In the case of electric braking, the voltage limitation is ensured by connecting the dynamic (resistive) braking, so that the total braking torque is that required by the driver of the vehicle.

In addition, the control block provides protection against skidding in the case of start-up and anti-locking during electric braking.

• Communication - both internally, between Master and Slave control cards, as well as with an external computer, in order to record the diagnosis;

• Diagnosis - by collecting and storing significant data for the state of the entire drive system and storing them in a non-volatile memory; In addition, a two-digit display is available that reflects the current situation of the entire system.

CV 2 O 1 2 - 0 0 0 49 - 3 1 -03- 2008

The equipment for the operation of the trams and the electric frames equipped with two three-phase inverters and two asynchronous traction motors and respectively the operation of the trolleybus equipped with a three-phase inverter and a three-phase asynchronous motor removes the disadvantages shown above by the fact that: the voltage from the contact line through some overvoltage protection filters, radio-TV parasites, contactors, thermal fuses, is applied to each three-phase inverter made with an input filter and 6 power transistors, which each flow on a three-phase asynchronous motor that each has a position transducer and speed, ensuring traction regimes with maximum torque up to rated speed and torque proportionally weakened above rated speed, an electric braking with energy recovery, switching from one regime to another without contactors to change the scheme, and an additional rheostatic braking. difference of torque of the required braking, which comes into operation if the voltage on each input filter is close to the maximum value allowed at the mains supply line, with a transistor circuit, braking resistor and thermal fuse; each inverter control block is made with two microprocessors one for the control of the inverter in the running and electric braking regimes with the energy recovery and the second for the rheostatic braking to complete the required torque difference, and other input blocks analog and digital sizes respectively - for the realization correct of the auxiliary service force diagrams, and contactor control blocks, the drive-braking microprocessor provides the control of the traction torque on the go and the braking respectively with a function of torque regulator, to which the required torque to the controller or pedal or brake is entered. the torque measured by a software that transforms the dimensions of the phase currents from the motor into Park coordinates, giving as an output the controller the control voltage of the motor and a function of motor field regulator, where the value of the field current is calculated as a function of the engine speed. and bad value The field current is given by the phase current transformer software in Park coordinated currents, and the outputs of the functions of these regulators enter as Park voltage values in a software for calculating the phase voltages and frequencies that will be applied to the traction motor, in order to the required torque and field are obtained at all times; and the rheostatic braking microprocessor determines the braking torque based on the voltage on the inverter input filter and the total braking torque required; the central control unit is made with two master microprocessors and a slave, and input blocks analog and digital respectively, which convey that the conditions of attraction and braking, including the closed vehicle doors, and contactor control blocks, the brakes respectively electromechanical and mechanical, in this central control block are made a series of states in the running and braking regimes, the running and braking regimes being stable states, and any braking control removes the state machine from the traction regime.

The following is an example of an embodiment of the invention in relation to FIG.

£ λ ~ 2 Ο 1 2 - Ο Ο Ο 4 9 - 3 1 -03- 2008

Fig.l The electric principle diagram of the tram drive equipment with two motor bogies, each bogie being equipped with a three-phase asynchronous traction motor and two three-phase inverters with IGBT transistors, each inverter supplying an asynchronous voltage motor. and variable frequency;

Fig.2. Power principle diagram of the trolleybus drive equipment with a three-phase IGBT transistor inverter and a three-phase asynchronous traction motor;

Figure 3. Scheme of the control block with microprocessor for the control, adjustment and diagnosis of a three-phase inverter with IGBT transistors for a tram with two motor bogies or trolleybus with a traction motor.

Fig. 4 Diagram with the functions of the control blocks provided by the microprocessor 100, for the control of the three-phase inverter

Fig. 5 Diagram with the functions of the control blocks provided by the microprocessor 1 12, for the control of rheostatic braking.

Fig. 6 Schematic of the central control unit with microprocessors for the control, adjustment and overall diagnosis of a tram.

Figure 7. The logic scheme of the three-state demonstration machine.

Figure 8. Chart of states in running and braking regimes for 45

Fig.9 Schematic of the central control block with microprocessors for the control, adjustment and overall diagnosis of a trolleybus.

Fig. 10 The state diagram in the running and braking regimes for the logic of the master block 2001 from the central control block of the trolleybus.

In Fig. 1 is presented the principle electric force diagram for the actuation from the DC line. usually 750 Vdc or 600 Vdc of a tram with two engine bogies and a free bogie. Each engine bogie is equipped with an asynchronous traction motor (single-engine bogie) or two series-linked asynchronous motors (twin bogie).

In FIG. 1 are presented as an example single-engine bogies. Each traction motor is actuated with a three-phase inverter - INV 3- made with IGBT transistors.

The continuous input voltage, collected by a pantograph 1 (polarity plus) and from the rail, by certain wheels 2 (polarity minus) is applied to a surge protector 3 and respectively by an inductance of electromagnetic parasitic filter (radio, TV) 4 , a radio parasitic filter capacitor 5 is connected, connected with a thermal protection fuse 6. In parallel, capacitor 5 is connected a voltage transducer 7, for measuring the voltage at the contact line.

The voltage at the output terminals of the inductance 4, by means of a main quick contactor 8 for short-circuit and overload protection, a thermal fuse 9, an auxiliary charging contactor 10 and a resistor

6V2 0 1 2 - 0 0 0 4 9 -3 1 -03- 2008 current limitation 11, the voltage is applied to an input filter consisting of an inductor 12 and a capacitor 13. In parallel to the capacitor 13 is a discharge resistor capacitor 14 and a voltage transducer input filter 15.

After an optimal short time, the main input filter contactor 16 is closed, which allows after the capacitor was initially charged at a reasonable voltage, supplying through a main current transducer a three phase inverter consisting of 6 IGBT-18 transistors. 2. 3.

The three-phase inverter supplies two current phase 24 and 25 transducers with an asynchronous three-phase traction motor 26, which has a speed and position transducer 27 coupled to it, which measures the engine speed and determines its direction of rotation.

With the aid of a rheostatic braking transistor 28, and of a rheostatic braking resistor, this braking is introduced, the braking current is measured with a rheostatic braking current transducer 30.

The inverter is commanded to supply the traction motor with variable voltage and frequency following the stator field of the motor by an inverter control block 31 made with a master microprocessor and one or more slave microprocessors.

The inverter control block 31 provides traction and electric braking regimes with energy recovery and when the network does not receive all the braking energy ordered, the rheostatic braking is commissioned, as the difference between the required braking and the energy recovery braking.

. The operation of the inverter with transistors is ensured by the order of the transistors of this control block, which receives a series of information from the rheostatic braking current transducer 30, from the phase current translators 24 and 25 and from the speed and position 27 translator respectively. He also receives information from fuse 9, contactors 10 and 16, translator 15.

For the drive of the traction motor on the second bogie, a scheme similar to the one for actuating the bogie one is used, using the elements 32 ... 54.

For the overall tram control, a general control block 55 is used, made with a master microprocessor and one or more slave microprocessors, receiving a series of information from all the traction blocks and elements, namely:

A data bus 56 transmits the data and information between the main control block 55 and the inverter control blocks 31 and 54. Also through this bus the data required for an intelligent display block 57, located on the vehicle and a respectively laptop computer 58 for extracting diagnostic data from control blocks.

With the help of a tram controller 59, on board, the watman controls the running modes (forward or reverse), normal braking, emergency braking and parking braking, as well as acceleration at startup and deceleration at braking, respectively, these data are transmitted to the main control block through a data bus 60. Using buttons 61 and 62, located

Ο 1 2 - Ο Ο Ο 4 9 3 1 -03- 2008 on board, the wattage can disconnect the inverter 1 or 2 respectively from operation if one of them is defective, so the wattage can ensure the tram withdrawal at the depot.

With the help of an emergency braking device 63, emergency braking of maximum value, including sanding of the wheels, is automatically ensured.

In FIG. 2 is presented the basic electrical scheme for operating a trolleybus equipped with a three-phase inverter and a three-phase asynchronous traction motor. The elements that are used also in fig.1 have the same numbering in fig.2

The nominal input voltage of 750 Vdc or 600 Vdc is transmitted to the trolleybus equipment via two current collectors 63 and 64 and two fuses 65 and 66. This voltage applies to the unloader

3. At the terminals of the discharge 3, the radio parasitic filter consisting of two inductors 67 and 68 is connected, a capacitor 5 and the thermal fuse 6. The polarity of the voltage plus the output of the inductor 67 is applied by means of a thermal fuse 69 to a line voltage transducer. 7, and it is connected to the minus polarity by a thermal fuse 70.

The voltage at the output terminals of the inductor 67, by means of a main rapid switch 8 for short-circuit and overload protection, and of an inductor 12, on the one hand and respectively by means of the thermal fuse 70, of an auxiliary charging contactor 10 and of a load current limiting resistor, it is applied to a bridge rectifier made with four diodes 71,72, 73 and 74, so that regardless of the polarity of the contact lines, the voltage applied to terminal A has polarity. In this way, it can be circulated in the depot or on the route, the trolleybus being fed from the lines of the trolleybuses traveling in the opposite direction, so with polarity opposite to the normal functioning. Usually the line near the sidewalk has minus polarity. In parallel to the capacitor 13 is a resistor for rapid discharge of the capacitor 14 and an input filter voltage transducer 15.

After an optimum short time, a main contactor 16 is closed, which allows after the capacitor 13 has initially been charged at a reasonable voltage, supplying via a total current transducer 17, a three-phase inverter consisting of 6 IGBT-18 transistors. .2. 3.

The three-phase inverter supplies two current phase transducers 24 and 25 with an asynchronous three-phase traction motor 26, which has a speed and position transducer 27 coupled to it, which measures the engine speed and determines its direction of rotation.

With the aid of a rheostatic braking transistor 28, a sense diode 77 and a rheostat braking resistor 29, rheostatic braking is introduced, the braking current is measured with a rheostatic braking current transducer 30. The inverter is commanded to power the motor. variable voltage and frequency traction following the stator field of the motor by an inverter control block 31 made with a master microprocessor and one or more slave microprocessors.

α-2 Ο 1 2 - Ο 00 Α9 - 3 1 -03- 2008

The inverter control block 31 provides traction and electric braking regimes with energy recovery, in which case two thyristors 75 and 76 are ordered, which allow the transfer of the electric braking energy with recovery to the trolleybus contact lines. When the network does not receive all the braking energy ordered, the rheostatic braking is commissioned, as the difference between the required braking and the energy recovery braking. The operation of the inverter with transistors is ensured by the order of the transistors of this control block, which receives a series of information from the total current transducer taken by inverter 17, from the rheostatic braking current transducer 30 and from the speed and position transducer 27.

The control of the switch at the intersections is accomplished by connecting a contactor 80, which by means of a fuse 81 connects to the network a switch resistor 79, the current passing through the switch and the resistor.

The inverter is commanded to supply the traction motor with variable voltage and frequency following the stator field of the motor by an inverter control block 31 made with a master microprocessor and one or more slave microprocessors.

The inverter control block 31 controls the traction and electric braking regimes with energy recovery and when the network does not receive all the braking energy ordered, it controls the start of the rheostatic braking operation, as the difference between the required braking and the energy recovery braking.

The command, supervision and diagnosis of the entire trolleybus are carried out by a main control block 55, which receives a series of information from the inverter control block through bus 56, but also from the other electrical and mechanical equipment and elements: the pedals 78 and brake 79, thermal fuses 65, 66, 6, 70, 83, 85, 92.81, input voltage transducer 7, static source auxiliary services 84, contactors 84, 88, 89 and 91 supplying driver cabin air heaters 87 and 90 and contactors 93, 96 supplying salon air heaters 94 and 95, a body voltage detector 96, vehicle door lock 97, stationary brake contact 98. There is a smart display 57 in the driver's cab that receives information via bus 56 and at bus 56 coupled when a laptop computer 58 is required to collect events from the diagnostics system of the main control block.

In FIG. 3 shows an example of the control, adjustment, control and diagnostics block with microprocessors used both for the control of a tram inverter and the trolley bus inverter.

Mainly the control block with microprocessor for the three-phase power inverter 31 is made with a microprocessor 100 which contains a RAM memory with battery 101 for the long-term storage of events. Figure 3 shows the block that controls inverter 1 of figure 1.

The analog quantities arrived from the inverter input voltage transducer 15, the current transducers: total inverter current 17 and the phase currents 24 and 25 enter an interface analog input sizes 102, in which each analog signal

ÎV-2 0 1 2 - 0 0 0 4 9 - 'φ

1 -03- 2008 input is conditioned, filtered, scaled and then applied to an analog-to-digital converter, so that the output signals are of the logical type usable by the microprocessor, which are transmitted through a bus 103 to the microprocessor 100.

Logical input sizes, usually YES or NO: inverter operation command 61, emergency brake control 63 and a signal from a radiator temperature thermostat with IGBT transistor inverter 104 enter into an interface block logical input sizes 105 where they are applied to optocouplers and are then transmitted to the data bus 105 in the form of logic signals applicable to the microprocessor 100.

The signal coming from the speed and position transducer 27 enters a rotor interface and rotor position 106, where it is conditioned, filtered, scaled and then, so that the output signals are of the logical type usable by the microprocessor, being transmitted through the bus. 103 to the microprocessor 100.

The input sizes arrived at the microprocessor 100 through the buses 56 (from the central control block) and 103 respectively are processed in the microprocessor containing programs for the voltage, current and speed motor traction regulators and are transmitted on a command bus 107 to a block. command 108, which by means of a transistor command bus 109 commands the IGBT transistors (18,19,20, 21, 22,23) from the inverter. Controls for transistors also enter a very high current sensing block in transistors 110, which can inhibit the transmission of impulses to transistors, and thus block the operation of the inverter and transmit via the buses 107 and 103 to a malfunctioning detection and signaling block the operation of inverter 111, which controls optical and / and acoustic signaling in the central control unit 55.

Mainly the control block with microprocessor for the control of the rheostatic braking transistor, is made with a microprocessor 112.

The analog quantities arrived from the voltage transducer 15 and from the rheostatic braking current transducer 30 enter an analog input size interface 113, in which each analog input signal is conditioned, filtered, scaled and then applied to an analog converter. digitally, so that the output signals are of the logical type usable by the microprocessor, which are transmitted through a bus 114 to the microprocessor 112.

Logical input sizes, usually YES or NO: brake control from controller 59, emergency brake button 61 and from a thermostat radiator temperature with thyristor 115 enters an interface block logical input sizes 116 where they are applied to optocouplers and are then transmitted to the data bus 114 in the form of logic signals applicable to the microprocessor 112.

The input quantities arrived at the microprocessor 112 through the bus 114 are processed in the microprocessor 1 12 containing programs for the voltage and current regulators and are transmitted on a control bus 117 to a control block 118, which through a bus rheostatic braking transistor 199 control transistor IGBT 28.

V2 Ο 1 2 - Ο Ο Ο 49 - 3 1 -03- 2008

The transistor controls also enter a very high current sensing block in transistor 120, which can inhibit the transmission of impulses to the transistor, and thus blocks its operation and transmits via buses 1 17 and 1 14 to a malfunctioning transistor detection and signaling block. rheostatic braking 121, which commands an optical and / and acoustic signaling in the central control unit 55 through the data bus 56, the main information is transmitted to the diagnostic laptop 58.

From the nominal voltage filter 24 Vdc, 122 are supplied two DC / DC converters - 123 and 124 - which supply with appropriate voltages the microprocessors and the component blocks of the inverter control block 31.

Figure 4 shows the diagram with the functions of the control blocks, provided by the microprocessor 100 within the block 31 for the control of the three-phase inverter. The functions performed by the microprocessor 100, are logically presented by the use of fictitious blocks and bus connections to them.

From the central control block 55, the required torque information and the forward or reverse command arrive on a data bus 56, which enters a block 125, which determines the required torque. By the data bus 56 the running or brake command from the central block 55 also arrives. In the block 125 another signal enters the bus 103 from the button 61 through the block 105 for the command to block the operation of the inverter. An information from a imposed maximum speed block 126 (which can be modified by software) enters a maximum speed limitation control block 127, which also enters a vehicle speed value signal from a block 128 from a block for determining the speed value 129 which receives a motor speed information from the transducer 27, via block 1 10 on bus 103. Block 127 gives a signal of limiting the speed to the maximum value, even if the driver or driver commands more from the controller or pedal.

The vehicle speed information required to determine starter skating and locking of wheels at electric braking with recovery is:

The information arrives on bus 128 from the bogie engine speed transducer 1, through block 129;

The information arrived on the bus 56 from the bogie engine speed transducer 2.50 through a block similar to block 110 of control block 54;

The information arrived on the bus 56 from the free bogie speed transducer, processed in the central control block 55;

they are analyzed in a block 130 for skating traction or locking wheels when electric braking, and if necessary gives a signal of torque limitation to block 125.

The output size of block 1 25 enters a block 131 to determine the current imposed by IQrij- (which determines the torque size of the traction motor). As long as an emergency brake command does not appear, the output signal is equal to the input signal in block 131. If an emergency signal appears

1 -03- 2008 emergency brake takes the block 105 through the bus 103, the output signal will be maximum, equivalent to the torque of the motor required at the emergency brake.

The output signal from block 131 enters as required size (with plus signal) in a current regulator 132 IQ, which is proportional to the torque required of the traction motor.

The values of the phase currents from the traction motor, measured by the current transducers 24 and 25, enter a block 133 of phase current transformation (the value of the third phase current is determined from the values of the other two currents) in Park coordinates, that is, IQ and ID currents. The output IQ current from the block 133 through a bus 134, enters as a reaction (with a minus sign) in the current regulator IQ -133, and the output size of the regulator through a imposed voltage bus 135, enters as the required voltage UQ magnitude. in a block 136 transformation of sizes according to the Park coordinate system, in order sizes for the three phases of the traction motor.

The speed from the motor arrives on the bus 128 in a block 137 to determine the electromagnetic field imposed on the traction motor, so that for speeds greater than the nominal one, the imposed electromagnetic field will decrease exponentially, up to the maximum speed allowed technically. The output size of block 137 enters as required size (with the plus sign) in a current regulator ID - 138, which determines the electromagnetic field of the motor. The current ID determined by the block 133, through the bus 139, enters as a reaction of current ID in the regulator 138, of current ID. Exit from the regulator 138, through a voltage bus 140 imposed by UD, enters the block 136.

The value of the engine speed - that is, the rotor frequency - from bus 128 also enters a block for determining the slip (s) -141, which also includes the IQ information (from which the stator frequency is extracted) from bus 13.

The value of the slip as the output size of block 141 through a bus 142 enters blocks 133 and 136 to calculate the transformation of Park coordinates into normal three-phase and vice versa.

Block 136 transmits to a control block PWM - 143, the values of the phase voltages required for supplying the traction motor, through three buses 143, 144 and 145. The control block PWM transmits the commands for the transistors in the inverter via the bus 107, the three-phase driver 108 and finally via bus 109.

Figure 5 shows the diagram with the functions of the control blocks, provided by the microprocessor 112 within the block 31 for the control of rheostatic braking. The functions performed by the microprocessor 100, are logically presented by the use of fictitious blocks and bus connections to them.

The voltage value at the transducer terminals 15, via block 1 13 and bus I 14, enters a block for determining the rheostatic braking torque 147, which implicitly determines the required rheostatic braking torque, by the command of the IGBT rheostatic braking transistor 28. Transistor 28 operates in chopper mode, so that the average value of the braking resistor depends on ^ -2012-00049-3 1 -03- 2008 \ * the ratio between the driving time of the transistor and the working period of the transistor. As the transistor is in operation, the voltage given by the traction motor in three-phase asynchronous generator mode is discharged on the resistor 29, obtaining a current given by the voltage ratio at the capacitor terminals 13 and the value of the resistor 29, chosen accordingly to the power of the traction motor and of the maximum voltage at the contact line, thus obtaining a torque that decreases progressively by reducing the speed of the vehicle. While the transistor 28 is blocked, the capacitor is charged from the traction motor in generator mode.

Depending on the voltage measured by the transducer 15, the block 147 commands rheostatic braking torque, so for a tram powered at the rated voltage of 750 Vdc, the block 147 will start to command a brake torque starting from the voltage at the capacitor terminals of approx. . 890 .. .900 Vdc and will command the maximum rheostatic braking torque at a voltage of approx. 920 Vdc, since the maximum voltage admitted to the contact line is 900 Vdc, and it is desired to obtain an electric braking with the most substantial energy recovery, at the maximum voltage limit.

The output signal from block 147, enters a confirmation block of the rheostatic braking command 148. The following signals of inhibiting the rheostatic braking enter this block:

The brake command is not required, signal arrived from the central control block 55 through the bus 56;

The temperature at the radiator on which the transistor is mounted is heated above a maximum allowable temperature, a phenomenon transmitted by the thermocouple 115, through the block 116 and the bus 114.

if the command to block the operation of the inverter from the button 61 through the block 116 and the bus 114 has been received.

If the inverter operation command has been received from the button 61 via the block 116 and the bus 114.

The output signal from block 148 enters a PWM block 149 which controls the driver 1 1 8 which in turn sends control signals to the rheostatic braking transistor 28.

In FIG. 6 is presented the principle diagram of the central control unit with microprocessors for the control, adjustment and overall diagnosis of a tram.

The tram's central control unit consists of the following subassemblies:

A master microprocessor 150;

A slave microprocessor 151;

One unit of digital meters - speed, 152;

Two digital output units 153 and 154. They contain relays for controlling digital output sizes;

^ 2012-00949-3 1 -03- 200Β

Two digital input units of 16 inputs, 155 and 156. An input unit with double number of digital inputs can be used.

Power supply drawer 157.

The interconnections between the blocks listed above are made through a drawer bus 158.

The drawer power supply block 157 receives the 24 Vdc voltage from the battery via the 122 block and transmits in the drawer bus 158 the +5 Vdc voltage and outside the central control block the voltages of + 24 Vdc stabilized at the terminal 159, +/- 15 Vdc stabilized at terminals 160 and 161 and 24 V battery at terminal 162. These voltages supply the voltage and current transducers, control the relay coils, etc.

By means of the bus 56 the communications between the inverter control blocks 31 and 54 and the central control block are made, this bus being connected to the master and slave microprocessors 151.

A number of analog sizes:

information from the line voltage transducer 7;

information from a position / braking controller position transducer 59;

information from a battery voltage transducer 162;

motor temperature information 163 from inverter one;

motor temperature information 164 from inverter two;

it enters an interface analog input sizes 165, wherein each analog input signal is conditioned, filtered, scaled and then applied to an analog-digital converter, so that the output signals are of the logical type usable by the microprocessor, which are transmitted by a bus 166 to the microprocessor 150.

Enter the speed information from the carrier bogie speed transducer into the digital meter block.

The digital output unit 153 sends a series of commands to a series of contactors:

fast main contactor 8;

to the control elements for inverter one:

Auxiliary contactor load 10;

Main input filter contactor 16.

and respectively to those in inverter 2:

Auxiliary contactor load 33;

Main input filter contactor 39.

The digital output unit 154 transmits a series of controls to a series of contactors and brake solenoid valves, which are on board:

• Solenoid brake 1, 168;

Brake solenoid 2, 169;

Spring brake, 170;

Brake relaxation with spring, 171;

Patina brake, 172;

¢ ^ 2012-00049-3 1 -03- 2008

Nisipare, 173;

Bell command, 174;

Order buzzer, 175:

Network voltage signal, 176;

Battery signal discharged, 17 7;

Skating signal, 178:

Zero speed signal, 179.

The digital input unit 155 receives a series of logical signals:

Parking button, 180:

Forward Button, 181;

Preparation button back, 182;

Inverter operating lock button 1, 81;

Inverter lock button 2, 82;

Traction operation selector, 183:

Brake maneuver selector, 184;

Null operation selector, 185;

Principal Controller Wed, 186;

Main brake controller, 187;

Contact emergency brake order, 188:

Dead Man Pedal, 189:

Patina brake switch, 190;

Sand brake switch, 191.

The digital input unit 156 receives a series of logical signals:

Brake Switch with spring, 192:

Brake switch with spring, 193;

Sand command button, 194;

Macaz operating control knob, 195;

Cancel signal command button UR, 196;

Test Command Button, 197;

Confirmation of closing doors, 198;

Thermal fuse contact filter network filter, 8;

Auxiliary contact confirmation close contactor 16;

Auxiliary contact confirmation close contactor 39;

Auxiliary contact confirmation close contactor 10;

Auxiliary contact confirmation close contactor 33:

Inverter confirmation 1 functional, 111;

Inverter confirmation 2 functional, 121;

Confirm inverter 1, 199;

Confirm inverter 2, 200.

In FIG. 7 are presented the conventions used in the presentation of the state machine algorithms, as an example is presented the logic scheme of the state machine

Μ-2 0 1 2 - 0 0 0 ^ 9-3 1 -03- 2008

Demonstrative with three states: initial state, state 1 of operation and state 2 of operation, having 3 state variables: A, B and C. The states are presented in the form of ellipses that carry inside a text to express the name and description on short of condition.

The transitions are expressed by means of ellipse arcs having the arrow directed to the next state., And the origin of the arc lies on the outline of the state from which it departs.

Each transition has the effect of executing actions. These are described by bold characters in square brackets. If the action does not imply any modification of the output sizes, this means that the coded null action is executed.

The logical functions used:

- SI logical: &

- OR logical: +

- Negation: /

In FIG. 8 shows the state diagram in the running and brake regimes for the logic of the master block 150 of the central control block 55 for the operation of the tram or light subway car. Hatched states are normally stable states. The initial condition for the vehicle is FTO, when the control unit is powered or the RESET command is applied to the master block 150.

when there is negation of IDLETR, (where IDLETR = manpls + cfgerr + / s_redy + / CIN & CIP + / mortl & / mort 2 - INACTIVE) it is switched to FT1-PREPARED.

Entries:

- manpls - manual pulse regime for testing;

- cfgerr - system configuration error;

- s redy - signal AVAILABLE for traction, received from SLAVE unit 151.

From state FT1 to state FT2 - WAIT WAIT if condition PRE_CM exists. PRECM condition = / EG2 & / EG3 & / ebrake & PMbeg & (forwrd + / forwrd & slowrun) & / CFP, where:

EG2 - classified error - network voltage;

EG3 - classified error - gait;

ebrake- emergency brake signal produced by the dead man pedal;

PMbeg - the brake lever exceeds the minimum starting level; forwrd - forward signal;

slowrun - slow forward;

CFP - control on board for brake with skate.

From state FT2 you can return to state FT1 if there is: / PRECM

From the FT2 state, it is switched to the FT3 - MERS stable state, if the conditions are fulfilled simultaneously: (rurenl & AKL 1) & (ruren2 & AKL 2), where: rurena 1 - qualifying signal inverter speed 1; rurena 2 - qualification signal inverter speed 2;

AKL 1 - inverter main contactor 1-16;

<\ - 2 Ο 1 2 - C 0 Ο 4 9 - 3 1 -03- 2000

Μ

AKL 2 - inverter main contactor 2- 39.

The steady state of MERS is maintained as long as the conditions are met: (COND_M & rurena 1) & (CONDM & rurena 2), where:

COND M = PRE_CM & / manpls & (sl_redy + s2_redy) - operating conditions, where:

manpls - manual pulse regime (testing); sl_redy - signal AVAILABLE FOR TRACTION received from the SLAVE inverter command 1;

s2 _redy - signal AVAILABLE FOR TRACTION received from the SLAVE inverter control unit 2.

When the condition / CONDM appears, it is switched from the steady state FT3 to the FT4 state - WAITING RETURN WAIT. If the / CMT & / CTB + ebrake conditions appear in this state, they are switched to FT5 wait for the traction stop.

From the FT5 state, it is switched to the READY FT1 state, after an appropriate time.

From the FT1- READY state, it can be switched to the FT6 state - BRAKE WAIT, if the PRECF condition appears or it can be returned to the FT1 state, if this condition disappears or if there is no confirmation from the SLAVE microprocessors in the inverter control blocks.

From the transient state FT6 can be switched to the steady state FT7 -BRAIN, if the conditions are fulfilled simultaneously: brkena 1 & brkena 2, where.

brkena 1 - brake qualification signal I promise from SLAVE inverter control unit 1;

brkena 2 - brake qualification signal I promise from SLAVE inverter control unit 2.

When the condition appears: / CONF_F end the stable electric braking mode and switch to the intermediate standby mode FT5, and then switch to the stable FT1 mode.

Also from the FT1 regime, when the PRE_EB condition appears, it is switched to the FT8 state EMERGENCY BRAKE WAIT, where the condition PREEB = ebrake (emergency brake preconditions).

From the FT8 state - EXPECTED EMERGENCY BRAKE, it passes simultaneously in two states: FT 7 - BRAKE and FT 9 - LENGTH BRAKE, when the conditions exist: brkena 1 & brkena 2. In this way an electric braking is ensured with the energy recovery. maximum value, plus rheostatic braking and electromechanical and mechanical emergency braking, skate braking and wheel sanding.

When exiting the emergency braking, switch to the FT5 state and then to the steady state FT1.

A.

In FIG. 9 is presented the principle diagram of the central control unit with microprocessors for the control, adjustment and overall diagnosis of a trolleybus.

2012-00049- ^ν 3 1 -03- 2008

The central control unit of the trolleybus 55 consists of the following subassemblies:

A master microprocessor 201;

A slave microprocessor 202;

Two digital output units 203 and 204. They contain relays for controlling digital output sizes:

Three digital input units of 16 inputs: 205, 206 and 207.

Power supply drawer 208.

The interconnections between the blocks listed above are made through a drawer bus 209.

By means of bus 56 the communications between the inverter control block 31 and the central control block are made, this bus being connected to the master and slave microprocessors 202.

The digital output unit 203 sends a series of commands to a series of contactors:

Main contactor 8;

Network filter preload switch 10;

Main contactor on minus. 16;

The contactors 84 and 85 and 89 and 91 respectively for the operation of the heating cabin air heaters;

Contactors 93 and 96 for the operation of salon heating air heaters.

The digital output unit 204 transmits a series of commands to a series of contactors, signaling lamps, etc.:

Lamp signal: no contact line voltage 210;

Lamp signal disconnection: no contact line voltage 211;

Defective body insulation signaling 212;

Sign! defective battery charging lamp 213;

Missing voltage buzer contact line 214:

Electronic fault signal lamp 215;

Room ventilation control 216;

The digital input unit 205 receives a series of logical signals:

Auxiliary contact contactor 8;

Auxiliary contact contactor 10;

Auxiliary contact contactor 16:

Auxiliary contact pedal Wed 78;

Auxiliary contact brake pedal 79;

Auxiliary contactor for windscreen defrost operation 218;

Signal operation of aero-thermal driver cab 1, 219;

Signaling of the operation of the thermal cab driver 2, 220.

The digital input unit 206 receives a series of logical signals:

^> 2012-00049-3 ί -03- 2008

Contact voltage contact line 7:

Slow forward order 221;

Order went forward 222;

Washer command 223:

Back Order 224;

Trolleybus isolation test signal 225;

Windscreen defrost operation order 226;

Defrost stop command 227;

Rheostatic brake chopper operation OK 228;

Cancel buzzer button signal voltage line 229;

Vehicle access doors closed 97;

STP Test Button (Body Hazardous Voltage Detector) 231;

Inserted contact key on steering wheel 232;

Emergency disconnect control button 233 battery;

Salon ventilation operation 234;

Room heating operation 235.

The digital input unit 207 presents a series of logical signals:

Auxiliary contacts for thermal fuse percussion 65, 66, 70;

Auxiliary contact thermal shock fuse supply voltage transducer 69;

Auxiliary contact thermal shock fuse 81;

Auxiliary contact thermal shock fuse converter 83;

Auxiliary services converter OK, 84;

Auxiliary contacts percussion thermal fuses heating air heaters 85.92;

Signaling overcurrent protection compressor motor 236;

Power steering overcurrent protection signaling 237;

Parking brake control information 238;

Heating order information 239;

Notification of manual heating control 240;

Notification of thermocontact overheating cabin 241:

Notification of thermocontact overheating salon 242;

Signaling a low voltage thermal fuse disconnected 243;

Three-phase traction inverter OK 244.

The drawer power supply block 208 receives the 24 Vdc voltage from the battery via the 122 block and transmits in the drawer bus 158 the voltage of +5 Vdc and outside the central control block the voltages of + 24 Vdc stabilized at terminal 245, +/- 15 Vdc stabilized at terminals 246 and 247 and low battery at terminal 248. These voltages supply voltage and current transducers, control the relay coils, etc.

A number of analog sizes:

pedal information 78;

(201- 201 2-00049-3 1 -03- 2008

brake pedal information 79:

information from a power measurement translator 250;

battery voltage information 251;

room temperature information 252, enters an interface analog input sizes 248, in which each analog input signal is conditioned, filtered, scaled and then applied to an analog-digital converter, so that the output signals are of the logical type usable by the microprocessor, which are transmitted by a bus 249 to the microprocessor 201.

In FIG. 10 shows the state diagram in the running and brake regimes for the logic of master block 201 of the central control block 55. The faulted states are normally stable states.

The initial condition for the vehicle is FTO, when the control unit is powered or the REST command is applied to the master block 201.

when there is negation of IDLETR, (where IDLETR = manpls + cfgerr + / s_redy) it goes into the FT1-PREPARED state.

Entries:

- manpls - manual pulse regime for testing;

- cfgerr - system configuration error;

- s_redy - signal AVAILABLE for traction, received from the SLAVE 202 unit.

From the FT1 state, it is switched to the FT2 state - FREE PEDAL, if the signals have entered: / CM & / CF, ie neither the pedal nor the brake pedal are pressed.

From the FT2 free pedal state, it can then be applied to different running modes: and mixed electric braking with energy recovery and rheostatic completion.

when the signal arrives at the entrance of the FT2 state: CM & AA4 & / Pme & / CF, it goes to the FT3 state - WAITING FOR THE WALKING CONDITION, where:

- AA4 - confirmation of the achievement of the walking scheme;

- Pme - pedal in error.

From state FT3 you can switch to state FT4 - SLAVE MERS, (ie block 202 is ready for running mode), if the information sets PRE_CM = / EG1 & / EG2 & / EG3 & / Pme & (forwd + backwrd + slowrun) arrive ) & CM & AA4 & AKL & / CF & / AA5. The signals that make up the PRE CM condition are:

- / EG1 - classified error: body insulation;

- / EG2 - classified error: supply voltage;

- / EG3 - classified error: walking conditions;

^ -2 0 1 2 - 0 0 0 49-3 1 -03- 2008

- Pme - pedal in error;

- Forwd - forward signal;

- Backwrd - reverse signal;

- Slowrun - slow motion signal;

- AA4 - confirmation of the achievement of the walking scheme;

- AA5 - confirmation of braking scheme;

- AKL - confirmation close contactor 16.

From the FT4 state, it is switched to the FT5 state - the MERS mode (which is a stable state), if the rune condition is met, ie the running mode signal - COND_M enters. CONDM condition = PRE_CM & / manpls & s_redy & / nopls.

From the steady state FT5, switch to the FT6 state - WAIT (transient exit time), if the driving condition / COND_M is no longer met and then switch to ST1.

From the ST4 state it can be switched to a transient state FT7 - PED M Waiting (ie pedal pedal cancellation command waiting) for switching to other modes. Entering the FT7 status is obtained if the following situations have occurred:

- The PRE CM command was canceled, or:

- The tmtr condition (traction soft timer) was not answered in due time.

From the FT7 state you can switch to one of the initial FTO or FT1 states.

From the FT2 state - FREE PEDALS, one can switch to the FT8 state. WAITING BRAKE CONDITION - when the signals appear: CF & AA5 & / Pfe, where:

- CF- brake pedal signal from the brake pedal;

- AA5 - confirmation of braking scheme;

- / Pfe- brake pedal error.

From state FT8 you can switch to state FT9 - SLAVE BRAKE, (ie block 202 is ready for braking), if the information sets PRECF = / EG1 & / EG2 & / EG4 & / Pfe & brkspd & arrive. CF & AA5 & forwrd. The signals that make up the PRECF condition are:

- / EG1 - classified error: body insulation;

- / EG2 - classified error: supply voltage;

- / EG4 - classified error: brake conditions

- Pfe - brake pedal in error;

- Brkspd - minimum speed in electric braking;

CF - Pedal brake signal;

- AA5 - confirmation of braking scheme;

- forwrd - go ahead.

From the FT9 state, it is switched to the FT10 state - the Brake regime (which is a stable state), if the braking condition is met, ie the brake regime signal - COND_F enters. COND condition F = PRE CF & / manpls & s_redy & / nopls.

^ -2 0 1 2 - 0 0 9 4 9 - W

1 -03- 2008

When the COND-F condition is no longer present, the FT10 goes to the FT6 state, the exit waiting time from the brake mode and from this state to the FT1 state.

From the FT9 state, one can switch to a transient state FT11 - PED F wait (that is, canceling the brake pedal command waiting for switching to other modes. Entering the FT11 status is obtained if the following situations have occurred:

- The PRECF order was canceled, or:

- The tmtr (traction timer) condition was not answered in due time.

From the FT7 state you can switch to one of the initial FTO or FT1 states.

If the body voltage sensing device 96, notices the occurrence of a voltage greater than 30 V on the trolleybus body, it is passed into the FT12 state - GENERAL ERROR, where the main contactors are disconnected and the line voltage collectors are lowered. Exit of this state is done by resetting device 96.

Claims (2)

A. 1. Actuation method for the trolleybus powered from the DC contact line, equipped with three-phase inverter, which regulates the engine speed driven by the stator or rotor field, receiving the position information from the position transducer of the traction motor rotor, characterized by that from an inactive state, by applying the supply voltages to the control block, one goes into a stable ready state by choosing with a commutator the normal or slow forward movement, respectively the reverse and with a switch one of regimes: walking, braking or parking; if the running mode is chosen by the command of a pedal, the value of the running torque is transmitted, and implicitly the final speed, depending on the movement of the pedal, passing in a running standby mode in which the operation of the entire equipment is verified - there is confirmation of traction scheme, there is mains voltage, there are no brake signals or emergency brake dead man, and in the favorable case it is passed in a stable running state in which the vehicle is traveling at the speeds required by the driver, after which it can be passed in -a waiting state retraction, if pedals are no longer controlled and then in a waiting state traction stop, finally moving to the ready state; when the driver can press the brake pedal, the brake torque is controlled, depending on the pedal's movement, moving to the stable brake state which can go into the idling state when the vehicle has stopped or if the brake lever is no longer pressed, and then move simultaneously into two stable states: brake. which represents the electric brake with recovery and respectively rheostat, and after stopping the vehicle it goes into the prepared steady state. In addition there is the condition FT 12 INACTIVE ER INSULATION, due to the signaling of a block of dangerous voltage notification body, so that in this state the main contactors are disconnected and they are disconnected automatically lower the current collectors, a state that can be canceled only by the general reset and the connection of the current collectors to the network lines, the entire control logic according to the actuation method being provided by a control block containing master and slave microprocessors and the events are respectively recorded by the command block 2. Equipment for operating the trolleybus, equipped with three-phase inverters, each wagon having two asynchronous three-phase traction motors, each motor being driven by an inverter that regulates the engine speed driven by the stator or rotor field, receiving the position information from the position transducers of the traction motor rotors, characterized in that in ^ -2 0 1 2 - 0 0 0 49-3 1 -03- 2008 both traction and electric braking regimes with energy recovery, the continuous voltage collected by the current collectors is applied by by means of a fuse, a filter of radio parasites, a main switch and contactors to a four-diode rectifier and to ensure the transfer of electricity to the electric brake with recovery, in parallel to the diode rectifier are connected two thyristors, the voltage output from the rectifier deck is applied to a three-phase traction inverter junction with six power transistors, which supplies an asynchronous three-phase traction motor, the motor having a position and speed transducer and a rheostatic braking circuit, connected in parallel to the input of each inverter, each made with a braking transistor and a resistor; the inverter is controlled by an inverter control block, which provides the proper control of the transistors in the inverter for the full-speed running mode up to the nominal speed and the weakened field respectively above the nominal speed, and the electric braking with recovery by the corresponding control of the transistors from inverter and respectively the introduction of rheostatic braking as a difference, when the voltage at the filters at the input of the inverters reaches the maximum voltage admitted to the contact line; these orders being made taking into account also the operating orders received from a central control block, through a data bus and commands, to which are also connected an intelligent display, a laptop computer for extracting the diagnostic data from the central block; some pedal control vehicles - brakes and brakes - through a bus is connected to the central block, each inverter control block being made with a microprocessor electric braking regimes with energy recovery, having input circuits for analog and digital sizes - confirmation of the traction / braking scheme and of the traction / braking conditions, as well as relay circuits for different contactor controls, electromagnetic braking systems, optical and acoustic signalers, the order of the power transistors being realized through a three-phase driver with protection at short circuits and the inverter control block for rheostatic braking respectively has a rheostatic braking microprocessor. The central control unit also provides the specialized function controlled by a dangerous voltage body block, so that the main contactors are disconnected and the current collectors are automatically lowered, which can be canceled only by the general reset and the connection of the current collectors to the network lines. .