RU2554911C2 - Ac power transmission system for traction vehicle with microprocessor control system - Google Patents

Abstract

FIELD: transport.

SUBSTANCE: invention relates to electrical traction systems of transport facilities. Proposed system comprises heat engine with it shaft engaged with three-phase synchronous generator. Induction squirrel-case motor stator windings are connected to generator windings via thyristor switches. Power plant rpm transducer, induction traction motor shaft rpm transducer, synchronous generator voltage and current transducers, heat engine fuel feed elements displacement transducer, induction motor magnetic flux transducer and traction vehicle control member are connected with heat engine and microprocessor controller. Microprocessor controller is connected to the unit of thyristor switches and to sync generator exciter. In compliance with loaded program said microprocessor controller switches on and off the appropriate pairs of induction motor poles depending upon control member signals and induction motor shaft rpm.

EFFECT: higher efficiency of power transmission.

4 tbl, 15 dwg

Description

FIELD OF THE INVENTION

The present invention relates to electrical equipment of a traction transport electric rolling stock, i.e. traction vehicles such as diesel locomotives, diesel trains, cars, tractors, etc., in which electric power transmissions of alternating current from the shaft of the heat engine to the axles of the driving wheels are made with alternating current with direct connection of asynchronous traction motors to a synchronous traction generator without intermediate converters.

State of the art

Known electrical power transmissions of alternating current power that do not contain intermediate converters between a synchronous traction generator and asynchronous traction motors, the shaft speed of which changes in steps by changing the number of poles 2p of electrical machines [British Patents 1064772, Cl. H2A, 1964 and 1067070, Cl. H2A, 1974]. These AC electric power transmissions have a complex multi-drive system, which complicates the transmission, reduces its reliability and degrades the traction properties of the traction vehicle. The disadvantage of these transmissions is that the speed range cannot be wide, since the number of pole switching does not exceed one or two due to the excessive increase in the weight of the switching equipment and the electrical machines themselves. The switching of the poles of electric machines is connected with the switching of the stator power circuit, which transfers power from the synchronous traction generator to the asynchronous traction motors, which leads to the disappearance of the traction force during the switching process and to inrush currents and moments at the beginning and end of such switching.

Known electric power transmission of alternating current with pole-switching machines [A.D. Stepanov, A.A. Budnitsky, V.S. Strokov et al. Research of AC electric transmission with pole-switching machines on a prototype diesel locomotive. - Kolomna, Transactions of VNI-TI, issue 41, 1975, pp. 60-67. Electric transmissions of alternating current of diesel locomotives and gas turbines // Stepanov A.D., Anders V.I., Prechysky V.A. and others - M .: Transport, 1982, p.109]. The transmission contains a three-phase synchronous traction generator having two separate stator windings, two-speed asynchronous traction motors and a voltage regulation and pole switching control system. The switching of the poles of the synchronous traction generator and asynchronous traction motors is carried out by the switching control unit. The switching time is 0.5 s, the loss of traction - 50%. A three-phase synchronous traction generator can have the number of poles 2p _G1 = 6 or 2p _G2 = 4. The ratio of the number of poles of the synchronous traction generator is 1.5. Two-speed asynchronous traction motors have the number of poles 2p _D1 = 8 and 2p _D1 = 4. The ratio of the number of poles of asynchronous traction motors is 2.0. Thus, the speed range provided by the pole switching is 3.0. Obviously, such a speed range is insufficient for the electrical transmission of AC power to the traction vehicle. In addition, the presence of a pole-switched synchronous traction generator complicates the transmission of power, and the speed range extends slightly (1.5 times). Electric transmission of AC power works as follows. The heat engine of the traction vehicle has a minimum shaft speed (idle) of 900 rpm. In this case, the voltage frequency of the synchronous traction generator at p _Г1 = 2 is 30 Hz. At this voltage frequency and the number of pole pairs equal to 4, asynchronous traction motors are accelerated to 450 rpm by reducing slip from 1.0 to the nominal value. Acceleration of a traction vehicle is carried out by increasing the rotational speed of the shaft of a power plant (a heat engine operating in conjunction with a synchronous traction generator) to a nominal value of 1,500 rpm and increasing the voltage frequency of a synchronous traction generator to 50 Hz. At this voltage frequency, asynchronous traction motors accelerate to 750 rpm. To implement a further increase in the speed of the traction vehicle, the shaft speed of the power plant must be reduced to the required minimum value (1000 rpm). After that, the windings of the synchronous traction generator with a large number of poles are turned on (p _Г2 = 3), and further acceleration of the traction vehicle is carried out by reducing the slip of the asynchronous traction motors to the nominal value and by increasing the rotational speed of the shaft of the power plant to the nominal value. To implement a further increase in the speed of the traction vehicle, the shaft speed of the power plant is reduced to the required minimum value (1125 rpm). After that, the windings of asynchronous traction motors with a smaller number of poles are turned on (p _D2 = 2), and further acceleration of the traction vehicle is carried out by reducing the slip of the asynchronous traction motors to the nominal value and by increasing the rotational speed of the shaft of the power plant to the nominal value. To implement a further increase in the speed of the traction vehicle, the shaft speed of the power plant is reduced to the required minimum value (1000 rpm). After that, the windings of the synchronous traction generator with a large number of poles are turned on (p _Г2 = 3), and further acceleration of the traction vehicle is carried out by reducing the slip of asynchronous traction motors (with p _Д2 = 2) to the nominal value and by increasing the speed of the power shaft settings to the nominal value.

However, in [A.D. Stepanov, A.A. Budnitsky, B.C. Strokov et al. Research of AC electric transmission with pole-switching machines on a prototype diesel locomotive. - Kolomna, Proceedings of VNITI, issue 41, 1975, pp. 60-67.] It is shown that (see Fig. 4) the rotational speed of the shaft of a power plant has a nominal value both at the first and at the second speed stage. At the same time, at the first speed stage, the voltage frequency of the synchronous traction generator is 50 Hz. At this voltage frequency, asynchronous traction motors have a synchronous shaft speed of 750 rpm. At the second speed stage, the voltage frequency of the synchronous traction generator is 75 Hz. At this voltage frequency, asynchronous traction motors must have a synchronous shaft speed of 1125 rpm. This means that at the second speed stage, asynchronous traction motors must increase the shaft speed by reducing slip from 0.33 to the nominal value. At the same time, traction electric machines (synchronous traction generator and asynchronous traction motors) operate for a rather long time at high load currents, which leads to significant overheating and a decrease in their reliability.

Analogues of the invention, closest to it in the aggregate of essential features (prototypes)

Known adjustable AC electric drive containing a synchronous traction generator with several m-phase stator windings, driven by a heat engine, and pole-switched asynchronous traction motors connected to a synchronous traction generator, in which adjacent stator windings are mutually offset around the circumference of its bore [AS USSR No. 691320, M. Cl. ² B60L 11/08, 1979, BI 38]. This electric drive is characterized by the very great complexity of a synchronous traction generator. The description of this invention does not cover the control system of the electric drive and the heat engine.

All electrical AC power transmissions containing a synchronous traction generator and connected to it asynchronous squirrel-cage traction motors having stator pole-switched windings operate as follows.

Acceleration of a traction vehicle is carried out when the windings of a synchronous traction generator with the least number of poles and asynchronous traction motors with a maximum number of poles are turned on and during operation of a heat engine and a synchronous traction generator with a minimum shaft speed (idle speed). Acceleration of a traction vehicle is first carried out by reducing the slip of asynchronous traction motors to a nominal value and then by increasing the speed of the shaft of the power plant to a nominal value. To further increase the speed of the traction vehicle, the shaft speed of the power plant is reduced to the required minimum value. After that, the windings of asynchronous traction motors with a smaller number of poles are turned on, and further acceleration of the traction vehicle is carried out by reducing the slip of asynchronous traction motors to a nominal value and by increasing the speed of the shaft of the power plant to a nominal value. To further increase the speed of the traction vehicle, the shaft speed of the power plant is again reduced to the required minimum value. After that, the windings of asynchronous traction motors with a smaller number of poles are turned on, and further acceleration of the traction vehicle is carried out by reducing the slip of asynchronous traction motors to a nominal value and by increasing the speed of the shaft of the power plant to a nominal value. Thus, when electrically transmitting AC power containing a synchronous traction generator and asynchronous squirrel-cage traction motors connected to it, having stator pole-switched windings, the traction vehicle's speed is changed by switching the windings and changing the shaft speed of the power plant in the full range at each switching of the number of poles of the pole-switching windings of the synchronous traction generator or asynchronous traction engines. That is, at the same time, the power plant works for a significant part of the time during transients. Analysis of the results of studies of transient processes of heat engines shows that the indicator and effective parameters of the heat engine are significantly different from their values under the corresponding steady-state conditions. With the same cyclic fuel supply in steady and unsteady modes associated with an increase in load, lower powers are achieved in the latter. A decrease in power in transient modes leads to a significant increase in specific fuel consumption. The low efficiency and increased smoke of the exhaust gases during transients associated with increased load are the result of an unsatisfactory course of the indicator process, as evidenced by a sharp decrease in indicator efficiency. Thus, the significant duration of the transient processes and the low efficiency of their course determine their negative impact on the average operational efficiency of the power plant of the traction vehicle. In addition, transients reduce the durability and reliability of the power plant due to accelerated coking of the exhaust tract and the flow part of the heat engine turbine as a result of incomplete combustion of the fuel and increased amplitude of surface temperature fluctuations of the parts of the cylinder-piston group [Diesel internal combustion engines / A.E. Simson, A.Z. Khomich, A.A. Kurits et al. - M.: Transport, 1987. - P.391-392].

Electric transmission of AC power is also known [RF Patent No. 2225301], which comprises a traction alternator driven by a heat engine and asynchronous squirrel-cage traction motors. The traction generator is made asynchronous, the stator winding is connected directly to asynchronous motors, and the phase rotor winding is connected to the frequency converter. The latter is connected to the frequency regulator of the asynchronous traction generator connected to the control controller, and to the stator winding of the synchronous exciter, driven by a heat engine. The excitation winding of the pathogen is connected to the voltage regulator of the asynchronous traction generator connected to the control controller. This AC electric power transmission allows you to get a smooth and continuous change in the tangential traction force, as well as the speed of the traction vehicle without the use of intermediate converters and switching devices between the asynchronous traction generator and asynchronous traction motors. The invention provides an extension of the speed range of the traction vehicle, as well as an increase in traction, reliability and economy. The speed range is 2-3. A significant drawback of this AC electric power transmission is that an increase in the speed range leads to a significant increase in the mass of the pathogen [Toroptsev ND, Alyushin GN High frequency asynchronous generators. M .: Mechanical Engineering, 1974. S.282-284].

Known electrical power transmission of alternating current traction vehicles have significant drawbacks. In electric transmissions of AC power with frequency control of asynchronous traction motors, frequency converters are used having certain overall dimensions, weight and cost. So, the price of a universal three-phase frequency converter with a radio noise filter to it exceeds the price of an asynchronous traction motor with a squirrel-cage rotor about one and a half dozen times [Vanurin V.N. Stator windings of induction motors. - Zernograd, VNIPTIMESKH. - 2001. P.164].

SUMMARY OF THE INVENTION

The general control law of an asynchronous squirrel-cage traction motor on a locomotive is [Rosenfeld V.E., Isaev I.P., Sidorov N.N. Theory of electric traction. - M .: Transport, 1983. S.190-191]

where the speed ν ₁ and the tangential thrust force F ₁ correspond to the frequency f _{11 of the} supply voltage, and ν ₂ and F ₂ to the frequency of the supply voltage f ₁₂ .

The optimal operation mode of an asynchronous squirrel-cage traction motor is determined by the ratio of its three main parameters: voltage U ₁ , frequency f ₁ and torque M ₁ [Vinokurov VA, Popov D.A. Electric railway vehicles. - M .: Transport, 1986. S.377-379]

By changing the ratio between these parameters according to the law (2), it is possible to ensure the operation of an asynchronous traction motor with the least losses. In this case, the nature of the load change depending on the speed must be set in advance.

The control system of the asynchronous traction motor sets the frequency of the supply voltage f ₁ with a specified excess over the frequency corresponding to the rotor speed (f ₁ -f ₂ ), which ensures the regulation of the value of f ₂ . Thus, only two remain the input control actions for the asynchronous traction motor: voltage U ₁ and frequency f ₁ .

There is a fundamental difference in the condition of static stability for non-adjustable and frequency-voltage adjustable asynchronous traction motors. For the former, the limit of static stability indicates the overload capacity of the asynchronous traction motor in torque. It allows you to determine the critical or maximum attainable moment M _max and the maximum realized slip s _max for an asynchronous traction motor of this type. An attempt to increase the load beyond the ultimate in static stability leads to the “tipping” of the asynchronous traction motor, to the short circuit mode. Typically, the multiplicity of the maximum and nominal moments is 2-3. For variable-speed asynchronous traction motors, the critical moment is determined by the critical frequency of the rotor current f _2K , and it can be significantly less than the nominal under certain conditions of change in control actions U ₁ and f ₁ , that is, the static stability determined by the frequency f _2K is not a unique characteristic indicating the possibility of implementing a certain maximum moment. Critical moments will be different for different zones (modes) of operation of an asynchronous traction motor.

The frequency f _2K for frequency-controlled asynchronous traction motors can be 3-10 Hz, which at the nominal value of the magnetic flux will correspond to very significant maximum moments determined by the ratio M _max / M _nom = 4 ÷ 10 [Kurbasov AS, Sedov V .I., Sorin L.N. Design of traction electric motors. - M .: Transport, 1987. S. 371-373].

The most characteristic laws of controlling an asynchronous traction motor are presented in Fig. 1 (Fig. 1. Dependence of the power of the traction vehicle on its speed, ν _A is the speed of the traction vehicle at constant power P, ν _K is the design speed of the traction vehicle means: line a ₁ -F = const; line b ₁ -P = const (F = P / ν); line ₁ -U ₁ = const).

Acceleration of the traction vehicle is carried out at a constant tangential traction force F, that is, at M = const. The torque on the shaft of the asynchronous traction motor is determined by the interaction of its magnetic flux Φ and the rotor current I ₂ , reduced to the stator circuit. With a constant magnetic flux Φ, the condition M = const is equivalent to the condition I ₂ = const. Since the stator current I can be represented as I = I ₀ + (- I ₂ ), where I ₀ is the idle current, the constancy of the torque of the asynchronous traction motor is also equivalent to the condition I = const. This means that during the acceleration time, the stator current must be unchanged, if it is necessary to ensure the condition F ₁ / F ₂ = 1. Under this condition, based on relation (2), we obtain

Therefore, to maintain the condition I = const during acceleration of the traction vehicle and ensure optimal performance of the asynchronous traction motor, the voltage applied to the stator winding should be increased in proportion to the speed of the traction vehicle:

After reaching the nominal characteristic of the asynchronous traction motor, that is, when ν≥ν _A (Fig. 1), it is necessary to observe the constancy of the power of the heat engine, the synchronous traction generator and the asynchronous traction motor, which is equal to the product of the tangent traction force and the speed of the traction vehicle. This means that the tangential traction force must vary inversely with the speed of the traction vehicle: F = P / ν.

Since P ₁ / P ₂ = F ₁ ν ₁ / F ₂ ν ₂ = 1, then, squaring both sides of expression (1) into a square, we obtain

Therefore, to ensure a constant power condition of the asynchronous traction motor, the automatic voltage control system of the synchronous traction generator must change the voltage on its stator winding in proportion to the square root of its frequency:

.The constancy of the speed of movement, that is, ν = const or ν ₁ / ν ₂ = 1, is equivalent to the condition for the constancy of the frequency of the voltage of the synchronous traction generator f ₁₁ / f ₁₂ = 1. Moreover, from the expression (1) we obtain $$U_{\mathrm{one}}/{\mathrm{<figure-callout\; id="2"\; label="U"\; filenames="00000034.png,00000036.png"\; state="\{\{state\}\}">U</figure-callout>}}_2=\sqrt{\frac{F_{\mathrm{one}}}{{\mathrm{<figure-callout\; id="2"\; label="F"\; filenames="00000034.png,00000036.png"\; state="\{\{state\}\}">F</figure-callout>}}_2}}$$

.

So, to ensure the constancy of the speed ν of the traction vehicle, the voltage of the synchronous traction generator U ₁ must be changed in proportion to the square root of the tangential traction force F or moment M:

A promising law for the control of an asynchronous squirrel-cage traction motor is a law that provides the maximum ratio of the electromagnetic moment to the square of the consumed current [Vinokurov VA, Popov DA Electric railway vehicles. - M .: Transport, 1986. S.378-379]

This criterion is universal, suitable for controlling both electromechanical transients during start-up and braking, as well as steady-state operating modes of asynchronous traction motors. Indeed, while limiting the current strength of the synchronous traction generator (I <I _max ), control according to criterion (7) provides the maximum torque of the asynchronous traction motor at a given current (I = const) and, accordingly, the minimum start or brake time of the asynchronous traction motor.

When limiting not only the current, but also the voltage of the synchronous traction generator, the acceleration of the asynchronous traction motor can be carried out in two stages: 1) acceleration at I <I _max in compliance with criterion (7) until the voltage of the synchronous traction generator reaches the specified limit Values 2) further acceleration to a given speed at U = const and I = νar in accordance with criterion (7), while I <I _max .

.If the voltage of the synchronous traction generator is kept constant, that is, U ₁ / U ₂ = 1, then on the basis of relation (1) we get $${\nu }_2^2/{\nu }_{\mathrm{one}}^2=F_{\mathrm{one}}/{\mathrm{<figure-callout\; id="2"\; label="F"\; filenames="00000034.png,00000036.png"\; state="\{\{state\}\}">F</figure-callout>}}_2$$

.

Therefore, the traction characteristic F (ν) changes according to the law of a quadratic hyperbola. Provided that the voltage of the synchronous traction generator U is constant, changing the tangential traction force F (current I) of the asynchronous traction motor is inversely proportional to the frequency f ₁ , we obtain a “soft” characteristic of the asynchronous traction motor with a minimum of losses.

, то есть будет равна 0,85F₁ (линия г₂ на фиг. 2). Абсолютная частота скольжения ротора Δf остается неизменной, как это показано на фиг.2. Если далее частота f₁ напряжения синхронного тягового генератора и скорость движения ν возросли в 35/30 раза (при Пк=3), сила тяги F асинхронного тягового двигателя уменьшится на основании зависимости (1) в отношении $$\sqrt{\frac{F_1}{F_2}}$$

, то есть будет равна 0,73F₁ (линия д₂ на фиг.2).For example, at a constant voltage of the synchronous traction generator, having at Pc = 1 (the first position of the handle of the driver’s controller) a frequency f ₁ = 30 Hz, the asynchronous traction motor develops the tangential traction force F ₁ (line ₂ in FIG. 2) (FIG. 2 The characteristic of the resistance to the movement of the traction vehicle W (ν) (line a ₂ ) and the mechanical characteristics of the asynchronous traction motor during acceleration of the traction vehicle: line b ₂ - at a frequency of 30 Hz; line ₂ - 32.5 Hz; line g ₂ - 35 Hz; lines d ₂ ÷ f ₂ - with variable frequency and voltage ) With increasing frequency f ₁ voltage synchronous traction generator increases the speed ν. If the frequency f _{1 of the} voltage of the synchronous traction generator and the speed ν increased 32.5 / 30 times (with Pk = 2), then the traction force of the asynchronous traction motor F will decrease based on the dependence (1) in relation to $$\sqrt{\frac{F_{\mathrm{one}}}{{\mathrm{<figure-callout\; id="2"\; label="F"\; filenames="00000034.png,00000036.png"\; state="\{\{state\}\}">F</figure-callout>}}_2}}$$

, that is, it will be equal to 0.85F ₁ (line g ₂ in Fig. 2). The absolute sliding frequency of the rotor Δf remains unchanged, as shown in Fig.2. If further the frequency f _{1 of the} voltage of the synchronous traction generator and the speed ν increased by 35/30 times (with Pk = 3), the traction force F of the asynchronous traction motor will decrease based on the dependence (1) with respect to $$\sqrt{\frac{F_{\mathrm{one}}}{{\mathrm{<figure-callout\; id="2"\; label="F"\; filenames="00000034.png,00000036.png"\; state="\{\{state\}\}">F</figure-callout>}}_2}}$$

, that is, it will be equal to 0.73F ₁ (line d ₂ in figure 2).

With increasing voltage U of the synchronous traction generator, the characteristics shift to the region of higher speeds (line e ₂ in FIG. 2), while decreasing to the region of lower speeds of the traction vehicle (line g ₂ in FIG. 2). Thus, simultaneously changing the voltage of the synchronous traction generator U ₁ and its frequency f ₁ , it is possible to obtain the required traction characteristics F (ν) of the traction vehicle, depending on the adopted control law.

The electric power transmission of alternating current of a traction vehicle with a synchronous traction generator and multi-speed asynchronous traction motors having pole-switched windings is transparent and similar to multi-speed mechanical transmission. In such power transmissions, in order to ensure easy switching of the transmission steps, it is recommended to determine the intervals of the speeds ν _i from the condition corresponding to the relation [Diesel locomotives. Ed. N.I. Panova. - M.: Mechanical Engineering, 1976. - P.108]

where c = 0.45 ÷ 0.70.

If a multi-speed asynchronous traction motor has pole-switched windings with the number of pole pairs, for example, p = 8, 4, 2, and 1 [Popov DA, Popov SD Three-phase pole switch winding. RF patent No. 20144711], then the ratio of transmission rates in accordance with expression (8) will have the form

It can be seen from this expression that the distribution of the number of pole pairs (and hence the shaft rotation frequencies) of an asynchronous traction motor complies with the requirement for the distribution of speed steps in transparent transmissions of power of traction vehicles.

The stator winding adopted for the proposed power transmission of the asynchronous traction motor [Popov DA, Popov SD Three-phase pole switch winding. RF Patent No. 20144711] is made of 24 coil groups with conclusions. Switching devices (switches) connect the coil groups so that they form phase zones on the stator bore of the asynchronous traction motor with an integer number of coils per zone. When a three-phase voltage is applied to the input terminals A, B and C of the winding, the latter creates a magnetic field in the air gap, the first spatial harmonic of which rotates in the same direction with a frequency of rotation depending on the number of pole pairs. Depending on the position of the switches (switches), the field rotation frequency (at a supply voltage frequency of 50 Hz) is 375 rpm when turned on for 8 pairs of poles, 750 rpm when turned on for 4 pairs of poles, 1500 rpm when turned on 2 pairs of poles and 3000 rpm - when switched on one pair of poles. A three-phase pole-switchable winding for four numbers of pole pairs is two-layer (three-zone), connected to a star with one parallel branch in each phase for all numbers of pole pairs, consisting of the same uniformly distributed coils that are part of the coil groups along S adjacent in series according to the location of the connected coils ( S = 1, 2, 3 ...). The winding consists of 24 coil groups, divided into 24 identical parts with numbers A1 ÷ A8, B1 ÷ B8, C1 ÷ C8 so that the coil groups with numbers 1, 10, 4, 19, 7, 16, 22, 13 are included in the parts A1, A2, A3, A4, A5, A6, A7, A8, respectively. Coil groups with numbers 17, 2, 20, 11, 23, 8, 14, 5 are included in parts B1, B2, B3, B4, B5, B6, B7, B8, respectively. Coil groups with numbers 9, 18, 12, 3, 15, 24, 6, 21 are included in parts C1, C2, C3, C4, C5, C6, C7, C8, respectively. The winding parts are connected to 16 switches, of which the first two switches P1V and P1N are two-phase, the remaining fourteen switches P2V ÷ P8V, P2N ÷ P8N are three-phase.

In the proposed electric power transmission of alternating current power of a traction vehicle with a microprocessor control system, the functions of the switches are performed by thyristor switches [G. Fedorov Thyristor switch. RF patent No. 2262188. Publ. 2005.10.10], which is a distinctive feature of the proposed transmission and increases its reliability and reduces the mass of the transmission. It also makes it possible to use low-power switches as a control key (contact) in thyristor switches, in particular magnetically controlled reed control contacts (reed switches), which have increased reliability, durability and a number of fault-free trips. Using the proposed switch allows you to increase the number of uptime from 10 ⁴ ÷ 10 ⁵ to 10 ⁶ ÷ 10 ⁷ [Switch. RF patent No. 2116236. Publ. July 27, 1998].

The proposed electric power transmission of alternating current power of a traction vehicle with a microprocessor control system is constructed as follows (see Fig. 3. Schematic diagram of the electric power transmission of alternating current of a traction vehicle with a microprocessor control system). The shaft of the heat engine 1 is connected to the shaft of the three-phase synchronous traction generator 2. The heat engine and the synchronous traction generator form a power plant to which the stator windings of the multi-speed asynchronous traction motor 4 with a short-circuited rotor are connected via the thyristor switches 3, the shaft of which is connected to the axis 5 of the driving wheel pair 6. The rotational speed of the shaft of the power plant n _DG is measured by the sensor 7, and the rotational speed of the shaft of the asynchronous traction motor 4 n _HELL is measured yes by a 8. 8. The voltage of the synchronous traction generator 2U and its current I are measured respectively by sensors 9 and 10, the displacement h _{P of the} elements (racks of fuel pumps) of the fuel supply elements of the heat engine is measured by the sensor 11. The magnetic flux F of the asynchronous traction motor is measured by the sensor 12. In FIG. 3 Position 13 corresponds to the control unit of the traction vehicle. The sensors 7, 8, 9, 10, 11, 12 and the control unit 13 of the traction vehicle are connected to the heat engine 1 and the microprocessor controller 14. The microprocessor controller 14 is also connected to the thyristor switch unit 3 and to the exciter 15 of the synchronous traction generator 2.

The thyristor switch (see figure 4. Schematic diagram of a three-phase thyristor switch) contains nine diodes 16, 17, 18, 19, 20, 21, 22, 23 and 24, three power thyristors 25, 26, 27 and three power diodes 28, 29, 30, Zener diode 31, three resistors 32, 33 and 34 and a control key 35. In the initial state, the control key 35 is closed. When the control key 35 is opened, the switch is turned on. To turn off the switch, the control key 20 is closed. In this case, the control transitions of the power thyristors 25, 26 and 27 through the diodes 22, 23 and 24 are bypassed, which leads to their closure and disconnection of the load from the supply network. The control keys of the switches are closed and opened under the action of the output signals of the microprocessor controller 14 connected to the thyristor switches, the functions of the control keys in which are performed by reed switches. The microprocessor controller 14 is also connected to the pathogen of the synchronous traction generator.

When the sensors are switched on 7 ÷ 12, the microprocessor controller 14, in accordance with the laid-down program, provides switching on and off the corresponding number of pole pairs of the asynchronous traction motor, depending on the signals Pk and n _HELL . In this case, the switching of the coil groups of the stator winding of the asynchronous traction motor is carried out in accordance with table 1.

In table 1, the “+” sign means the switch is on, and the “-” sign means the switch is off.

As can be seen from table 1, to turn on the coil groups with p ₁ = 8, the switches P1V ÷ P8V are turned on. To transfer the engine from the first stage of the rotational speed (p ₂ = 8) to the second stage of the rotational speed (p ₂ = 4), the П5В ÷ П8В switches are turned off and the П1Н, П5Н ÷ П8Н switches are turned on; to transfer the engine from the second stage of the rotational speed to the third stage of the rotational speed (p ₃ = 2), the switches P1V, P3V are turned on and the switches P2N, P4N ÷ P8N are turned on; and to transfer the engine from the third stage of the rotational speed to the fourth stage of the rotational speed (p ₄ = 1), the switches П1Н ÷ П8Н are turned on.

Figure 5 presents a schematic diagram of a control system for an asynchronous traction motor by switching poles through the switches P1V ÷ P8V and P1N ÷ P8N.

To form the required number of pole pairs of the induction traction motor, the coil groups of its stator winding are connected in series in each phase, in an order depending on the number of pole pairs. This is presented in table 2.

How the rotational speed of the shaft of the asynchronous traction motor n _HELL changes with a change in the position of the handle of the driver's controller Pk and the number of pole pairs p, can be seen from table 3. From table 3 it can be seen that when p ₁ = 8 the maximum value of the synchronous speed of the shaft of the asynchronous traction motor n _HELL = 375 rpm is achieved with Pk = XV. A further increase in the synchronous shaft speed of the induction traction motor and n _AM to 750 rpm can be achieved by disconnecting it from the synchronous traction generator, transferring the power plant to Pc = VI, connecting the asynchronous traction motor to the synchronous traction generator at p ₂ = 4 and increase PC to XV. A further increase in the synchronous shaft speed of the induction traction motor n _HELL up to 1500 rpm can be achieved by disconnecting it from the synchronous traction generator, transferring the power plant to Pc = VI, connecting the asynchronous traction motor to the synchronous traction generator at p ₃ = 2 and increasing PC to XV. A further increase in the synchronous shaft speed of the induction traction motor n _HELL to a maximum value of 3000 rpm can be achieved by disconnecting it from the synchronous traction generator, transferring the power plant to Pc = VI, connecting the asynchronous traction motor to the synchronous traction generator at p ₄ = 1 and increasing PC to XV.

The relative power of the synchronous traction generator R _Go varies approximately in proportion to the shaft speed of the power plant n _DG , and in the electric transmission of AC power, the transmission is supported by an automatic system for controlling the shaft speed and power of the power plant at a level determined by the shaft speed of the asynchronous traction motor n _HELL . For a power plant of a TE25 diesel locomotive, the dependence of relative power on the shaft speed of a power plant is described by the expression

In electric power transmission of alternating current power of a traction vehicle with a microprocessor control system, in contrast to known power transmissions, the switching of the number of pole pairs of an asynchronous traction motor with a squirrel-cage rotor is carried out at the positions of the handle of the driver's controller Pk: I, VI and XV. The asynchronous traction motor is connected to a three-phase synchronous traction generator at Pk = I at p ₁ = 8, as a result of which, by reducing the slip s of the asynchronous traction motor, its asynchronous shaft speed n _HELL increases from zero to a frequency close to 112.5 rpm / min In this case, the traction vehicle is accelerated.

For any PC, the automatic maintenance of the specified shaft speed of the induction traction motor, that is, the speed of the traction vehicle, in the electric power transmission of alternating current is carried out due to the action of a closed automatic control system of the shaft speed of the asynchronous traction motor. The mechanical characteristics of the asynchronous traction motor (extreme) in a closed automatic system for controlling the shaft speed of the asynchronous traction motor are located in the zone between the two extreme characteristics a ₆ and b ₆ in an open system (see Fig. _6. Characteristics: a ₆ , b ₆ - moment load resistance; in ₆ g of ₆ - mechanical asynchronous traction motor at nominal U _nom and the minimum voltage U _min, respectively d ₆ - static closed automatic frequency control system of the shaft rotation and Synchro traction motor). Characteristic a ₆ is similar to part of the characteristic of resistance to movement of a traction vehicle at low speeds. Feature b ₆ is similar to part of the drag characteristic of a traction vehicle at high speeds, and characteristic d ₆ is similar to that of a traction characteristic of a traction vehicle in the speed range of the shaft of an asynchronous traction motor from n _AD1 to n _AD2 . In a closed automatic system for controlling the shaft speed of an induction traction motor, it can operate on an unstable part of its natural mechanical characteristics. This provides smooth control of the rotational speed of the shaft of the induction traction motor in a relatively wide range (in our case, in the range of 900 ÷ 1500 rpm) [Vinokurov V.A., Popov D.A. Electric railway vehicles. - M .: Transport, 1986. P.374, 375].

How when switching the windings of an asynchronous traction motor, the voltage frequency of the synchronous traction generator f ₁ changes, the synchronous shaft speed of the asynchronous traction motor n _HELL , the power P _H supplied to it, the torque M _H , is shown in table 4. To accelerate the traction vehicle, the controller handle the driver is set to the position Pk = I.

From table 3 it can be seen that with p ₁ = 8, with Pk = I and with f ₁ = 15 Hz, the synchronous speed of the shaft of the induction traction motor n _HELL increases slightly, only 0.0375 of the nominal value. With subsequent changes in Pc from I to XV and f ₁ to 50 Hz, n _BP changes when Pc changes by one each time by 0.062 of the nominal value. In this case, the frequency control of the asynchronous traction motor is actually implemented by stepwise changing the frequency of the supply voltage f ₁ from 15 to 50 Hz. The frequency steps are small Δf ₁ = 2.5 Hz (that is, equal to 5% of the nominal value). However, in the case of the use of a stepless controller of the driver (control element) on a traction vehicle, the frequency of the supply voltage f ₁ will also change steplessly (see Fig. 7. Dependences of the shaft speed of the asynchronous traction motor and n _HELL (speed of the traction vehicle) (line a ₇ at p ₁ = 8, line b ₇ at p ₂ = 4, line ₇ at p ₃ = 2, line g ₇ at p ₄ = 1) and the relative power of the synchronous traction generator P _Go (line d ₇ at p ₁ = 8, ₇ line e for p ₂ = 4, the line ₇ when x = 2 p _3, line ₇ of ₄ with p = 1) the frequency of rotation shaft power installation n _DW). When p ₁ = 8 and with a change in Pc from I to XV and n _DG from 300 to 1000 rpm (line d ₇ in figure 4), the synchronous frequency n _HELL increases from 112.5 to 375 rpm (line a ₇ figure 4). In this case, the power of the asynchronous traction motor P _AD varies from 75 to 103 kW (see Fig. 8. The dependence of the power of the asynchronous traction motor on the speed of its shaft, section A ₈ B ₈ ), and the torque on the shaft of the asynchronous traction motor M _AD changes from 6367 to 2623 Nm with a starting torque of M _ADP = 8000 Nm.

To further increase the rotational speed of the shaft of the asynchronous traction motor n _HELL (speed of the traction vehicle), the asynchronous traction motor is disconnected from the synchronous traction generator, and the handle of the controller of the driver is transferred to the position Пк = VI. As a result of this, the rotational speed of the shaft of the power plant n _DG decreases to 550 rpm (and not to 300 rpm, i.e. only by 45%, and not by 70-80%, as in the known gears), and the frequency supply voltage f ₁ decreases to 27.5 Hz. Since the transient time in the automatic control system of the rotational speed of the shaft of a power plant is 2 orders of magnitude less than the train time constant characterizing its inertia [N. Lukov Automation of diesel locomotives, gas turbines and diesel trains. - M .: Mashinostroenie, 1988. - P.37, 225], then switching the windings of an asynchronous traction motor practically does not affect the traction properties of the traction vehicle with the proposed electric transmission of AC power. Electric transmission of AC power differs from the known ones also in higher efficiency, greater reliability and lower cost, since it does not contain any energy converters (rectifiers and inverters) between the synchronous traction generator and the asynchronous traction motor.

When Pk = VI, the winding of an asynchronous traction motor with p ₂ = 4 is connected to a synchronous traction generator. After that, the handle of the controller of the driver is again transferred to the position Pk = XV, the frequency of the supply voltage f ₁ increases to 50 Hz, and the frequency n _HELL increases to 750 rpm (line b ₇ in Fig.7). In this case, the frequency control of the asynchronous traction motor is actually implemented by stepwise changing the frequency of the supply voltage f ₁ from 27.5 to 50 Hz. The frequency steps are small Δf ₁ = 2.5 Hz (that is, equal to 5%). In this case, the power of the asynchronous traction motor Р _АД varies from 103 to 143 kW (line e ₇ in Fig. 7; section B ₈ C ₈ in Fig. 8), and the torque on the shaft of the asynchronous traction motor M _АД changes from 2623 to 1821 Nm .

To further increase the frequency n _HELL (speed of the traction vehicle), the asynchronous traction motor is disconnected from the synchronous traction generator and the handle of the controller of the driver is transferred to the position Пк = VI. In this case, the rotational speed of the shaft of the power plant n _DG decreases to 550 rpm (by 45%). When Pk = VI, the winding of an induction traction motor with p ₃ = 2 is connected to a synchronous traction generator. After that, the handle of the controller of the driver is again transferred to the position Pc = XV, the frequency of the supply voltage f ₁ increases to 50 Hz, and the frequency n _HELL increases to 1500 rpm (line b ₇ in Fig.7). In this case, the frequency control of the asynchronous traction motor is actually implemented by stepwise changing the frequency of the supply voltage f ₁ from 27.5 to 50 Hz. The frequency steps are small Δf ₁ = 2.5 Hz (that is, equal to 5%). In this case, the power of the asynchronous traction motor R _HELL varies from 143 to 223 kW (line w ₇ in Fig. 7, section C ₈ D ₈ in Fig. 8), and the torque on the shaft of the asynchronous traction motor M _HELL varies from 1821 to 1420 Nm .

To further increase the frequency n _HELL (speed ν of the traction vehicle), the asynchronous traction motor is disconnected from the synchronous traction generator and the handle of the driver’s controller is put in the position Pk = VI, as a result of which the rotational speed of the shaft of the power plant n _DG decreases to 550 rpm ( 45%). When Pk = VI, the winding of an asynchronous traction motor with p ₄ = 1 is connected to a synchronous traction generator. After this, the handle of the controller of the driver is again transferred to the position Pk = XV, the frequency of the supply voltage f ₁ increases to 50 Hz, and the frequency n _HELL increases to 3000 rpm (line g ₇ in Fig.7). In this case, the frequency control of the asynchronous traction motor is actually implemented by stepwise changing the frequency of the supply voltage f ₁ from 27.5 to 50 Hz. Frequency steps are small Δf ₁ = 2.5 Hz (equal to 5%). At the same time, the power of the asynchronous traction motor P _AD varies from 223 to 383 kW (line ₇ in Fig. 7, section D ₈ E ₈ in Fig. 8), and the torque on the shaft of the asynchronous traction motor M _AD varies from 1420 to 1219 Nm .

The dependences of the relative power of the synchronous traction generator P _Go (asynchronous traction motor R _ADO ) (lines d ₇ ÷ ₇ in Fig.7) are described by the expression

where the coefficient k _p has a value of 1.0 · 10 ^-4 when p ₁ = 8; 2 · 10 ^-4 at p ₂ = 4; 4.2 · 10 ^-4 at p ₂ = 2; 8.4 · 10 ^-4 at p ₄ = 1; A _P = 0.167.

From table 3 it is also seen that as a result of a change in the rotational speed of the shaft of the power plant n _DG in the full range (from 300 to 1000 rpm) and a change in the number of pole pairs (from 8 to 1), the synchronous rotational speed of the shaft of the asynchronous traction motor n _HELL in a wide range (from 112.5 to 3000 rpm), that is, 26.7 times (see Fig. _9. Dependences of the strength of the main resistance to movement W _о (line a ₉ ), the torque on the shaft of the induction traction motor M _HELL (tangential traction force F _{1 of the} traction vehicle) (line b ₉ ) and asynchronous power of the traction motor R _AD (line ₉ ) of the rotational speed of its shaft n _AD (speed ν of the traction vehicle) (traction characteristics of the traction vehicle)). In this case, the tangential traction force of the traction vehicle at M _HELL = 8000 Nm at Pk = I and M _HELL = 1219 Nm at Pk = 15 (at rated power) changes 6.6 times (8000 Nm / 1219 Nm). In the passenger locomotive TEP70, the speed range is 8 (160/20 km / h), and the traction force changes 5.5 times [Passenger locomotive TEP70. M .: Transport, 1976. Aut.: V.G. Bykov, B.N. Moroshkin, G.E. Serdelevich, Yu.V. Khlebnikov, V.M. Shiryaev. Page eighteen]. Thus, the proposed electrical AC power transmission of a traction vehicle with a microprocessor control system, having large ranges of variation in speed and tangential traction force, can be successfully applied on a diesel locomotive.

The gain of the proposed electrical transmission of AC power in terms of shaft speed k _ν = Δn _HELL / Δn _DG has different values for different p. So, with p ₁ = 8 k _ν1 = Δn _AD / Δn _DG = 262.5 / 700 = 0.375; when p ₂ = 4 k _ν2 = 337.5 / 450 = 0.75; when p ₃ = 2 k _ν3 = _675/450 = 1.50; when p ₄ = 1 k _ν4 = _1350/450 = 3.0. The ratio of the maximum and minimum values of the gain k _ν4 / k _ν1 is 3.0 / 0.375 = 8.

The optimal control systems for induction motors under steady-state conditions are those that provide the minimum value of the total losses of the asynchronous traction motor or the maximum value of the product of its efficiency and power factor. The asynchronous traction motor has a maximum value of efficiency at a certain frequency of the rotor current (or absolute slip β = f ₂ / f _1nom ). The optimal absolute slip value β _{opt of} an induction traction motor is a function of its load, and it almost linearly depends on the current and torque on the shaft of the induction traction motor (see Fig. 10. Dependences of absolute slip β _{opt of} an asynchronous traction motor on the relative load current I _ADo ( line a ₁₀ ) and relative torque on the shaft of the induction motor M _ADO (line b ₁₀ )) [V. Vinokurov, D. A. Popov Electric railway vehicles. - M .: Transport, 1986. P.380]. When I _ADo = 2.5 β _opt = 18 · 10 ^-3 (figure 10) and when Pk = VII when f ₁ = 30 Hz and p ₂ = 4, the absolute slip of the motor rotor is 0.9 Hz, the shaft speed is asynchronous traction motor is 29.1 Hz.

With the adopted sequence of connecting the windings in acceleration mode, an increase in the speed of the traction vehicle with electric power transmission of alternating current with a microprocessor control system at Pk = I is achieved by reducing the slip s of the asynchronous traction motor to the nominal value.

In accordance with the dependence (8), an asynchronous traction motor must develop power proportional to the frequency of rotation of its shaft or the frequency of the supply voltage f ₁ .

The interaction of the elements of electric power transmission of alternating current of the traction vehicle with a microprocessor control system can be seen from the functional diagrams (see Fig. 11. Functional diagram of the control system of electric power transmission of alternating current of a traction vehicle with a microprocessor control system through the first control channel at U≡ν) .

Electric power transmission of alternating current traction vehicle with a microprocessor control system operates as follows (figure 3). The transmission is switched on at Pk = 0, and when the handle of the driver controller 13 is turned to the Pc = 1 position, the excitation current I _B of the synchronous traction generator 2 is supplied with the excitation current I _B from the exciter 75. The voltage of the generator U, connected to the windings with p ₁ = 8 of the asynchronous traction motor 4, switched on at Пк = 1 by means of switches П1В ÷ П8В, starts to increase under the influence of signals n _ДГ (Пк) and current I _B through the channels (Fig. 11): the master device is the first ЗУ1 (pos. 36), the comparing device is the first СУ1 ( Pos. 37), force coefficient correction device the first channel UK1 (pos. 38), a control device for selecting the UVK control channel (pos. 39), pathogen B (pos. 15), a synchronous traction generator STG (pos. 2), and a current sensor of a synchronous traction generator that serves as the measuring device of the first IU1 (pos. 10), then SU1, UK1, UVK, V, STG. Due to the action of these channels, the current of the synchronous traction generator I (acting as the object of current regulation (ORT) and the object of voltage regulation (ORN)) and the asynchronous traction motor (the first adjustable value φ ₁ ) is kept constant equal to the specified value I _З , while the output signal СУ1 ΔI _СУ1 = I _З -I _ИУ1 . If _{ΔI SU1} <0, then the excitation current of the pathogen I _HC decreases and the current of the induction traction motor decreases due to a decrease in the voltage U of the synchronous traction generator. If _{ΔI СУ1} > 0, then the excitation current of the pathogen I _HC increases and the current of the asynchronous traction motor increases due to an increase in the voltage U of the synchronous traction generator. Functional elements ИУ1, СУ1, УК1, УВК, В and СТГ (ОРТ) form a closed loop of an automatic system for regulating (stabilizing) the current of a synchronous traction generator and an asynchronous traction motor, the stability and performance of which are determined by the value of the gain of this system in open state k _PC1 = k · k _{IU1 SS1 UK1} · k · k · k _{TEC In} · k _ORT [Lukov NM Fundamentals of automation and automation of diesel locomotives. - M .: Transport, 1989. S. 12, 13, 95-98]. The value of the transfer coefficient k _PC1 varies widely when the operating modes of the pathogen and the synchronous traction generator change, since their static characteristics I _B (I _HC ) and U (I _B ) are substantially non-linear [RF Patent No. 2290329. Publ. 12/27/2006]. To adjust this control system by stabilizing the gain k _PC1 , a channel gain correction device, the first UK1, was applied. Its static characteristic is chosen so that the gain k _{PC1 has} a constant value for all operating modes of the system [Automatic control theory. Part II. Theory of nonlinear and special automatic control systems. Ed. A.A. Voronova. - M .: Higher. School, 1977. S. 4, 5], [Lukov N.M. Automatic temperature control of engines. - M .: Mechanical Engineering, 1995. P.152]. The output signal ZU1 I _ZU1 also acts through the UVK on the control device of the UUK switches (pos. 40 in Fig. 11) and turns on (on Pk = 1) switches P1V ÷ P8V, which connect the winding of the asynchronous traction motor with a number to the synchronous traction generator pairs of poles 8. The constancy of the torque on the shaft of the induction traction motor is also equivalent to the condition I = const. During the acceleration time of the traction vehicle, the stator current remains unchanged and the condition F ₁ / F ₂ = 1 is satisfied, that is, condition (3) U ₁ / U ₂ = ν ₁ / ν ₂ is satisfied. To maintain the condition I = const during acceleration of the traction vehicle and ensure optimal performance of the asynchronous traction motor, the voltage applied to the stator winding of the asynchronous traction motor increases in proportion to the speed of the traction vehicle: U≡ν. Thus, the acceleration of the traction vehicle is carried out at a constant tangential traction, that is, at M = const.

The speed of the traction vehicle ν increases to a value at which the power of the heat engine begins to be fully used, given at each position of the handle of the controller of the driver Pk. In this case, the output signal of the sensor for displacing elements of the fuel supply elements (measuring device of the sixth ИУ6) I _ИУ6 prevents the heat engine from overloading (see Fig. _12. Functional diagram of the control system for electric power transmission of alternating current power of a traction vehicle with a microprocessor control system via the second control channel at Р = const). The input signals of the UU multiplication device (pos. 41 in Fig. 12) are fed with the output signals of the sensor for displacing the elements of the fuel supply elements I _ИУ6 , the rotational speed sensor of the shaft of the power plant (second adjustable value φ ₂ ), which serves as the measuring device of the second ИУ2, I _ИУ2 and the sensor the rotational speed of the shaft of the asynchronous traction motor, which performs the functions of a measuring device of the fifth IU5, I _IU5 . The product of signals I _ИУ6 and I _{ИУ2 is} equivalent to the power of a heat engine and, subject to certain conditions, the power of a synchronous traction generator and an asynchronous traction motor. Signal I _ИУ5 is the third factor and changes the product of signals I _ИУ5 , I _ИУ6 and I _ИУ2 taking into account the order of connecting the windings of the asynchronous traction motor to the synchronous traction generator with the condition that the power of the asynchronous traction motor is always maintained proportional to the rotational speed of its shaft n _HELL . As a result, the output signal of the multiplication device UU I _{UU is} equivalent to the current power of the asynchronous traction motor R _ADt . The output signal of the driver of the second memory 2 (pos. 42 in FIG. 12) I _{memory 2 is} equivalent to the specified power of the asynchronous traction motor R _ADZ . If P -P _{ADz ADT>} 0, then underloaded asynchronous traction motor and an output signal of the comparator of the second SS2 (poz.43 Figure 12) ΔI _SS2 = -I -I _{ZU2 W>} 0, which leads to an increase in voltage U and power synchronous traction generator and asynchronous traction motor [Lukov NM, Strekopytov VV, Rudaya KI Power Transmission Locomotives / Ed. N.M. Lukova. - M .: transport, 1987, p. 74-83]. In Fig. 13, position 44 corresponds to the second channel gain correction device.

After the acceleration of the traction vehicle (point C ₉ in Fig. 9), a further increase in the speed of the traction vehicle ν is carried out by disconnecting the winding of the asynchronous traction motor with the number of pole pairs p ₁ = 8 from the synchronous traction generator, reducing Pc to VI and connecting to synchronized asynchronous traction alternator traction motor windings with a number of pole pairs p ₂ = 4.

. В результате данная автоматическая система регулирования напряжения тягового синхронного генератора относится к классу автоматических следящих систем, в которой регулируемая величина φ₃ - напряжение U - поддерживается на уровне, определяемом значением частоты f₁ [Луков Н.М. Основы автоматики и автоматизации тепловозов. - М.: Транспорт, 1989. С.12, 13, 95-98] (см. фиг.13. Функциональная схема системы управления электрической передачей мощности переменного тока тягового транспортного средства с микропроцессорной системой управления при реализации зависимости $$U\equiv \sqrt{f_1})$$

. Зависимость $$U\equiv \sqrt{f_1}$$

реализуется по каналам: ЗУ3 (поз.48 на фиг.13), УВК, В, СТГ (ОРН); ИУ2, устройство извлечения корня квадратного УИКК (поз.45 на фиг.13), сравнивающее устройство третье СУ3 (поз.46 на фиг.13), устройство коррекции коэффициента усиления канала третье УК3 (поз.47 на фиг.13), УВК, В, СТГ (ОРН); датчик напряжения синхронного тягового генератора, выполняющий функции измерительного устройства третьего ИУ3, СУ3, УК3, УВК, В, СТГ (ОРН). При этом используются устройства УИКК и УК3, ИУ3, СУ3, УК3, УВК, В, СТГ. Устройство ЗУ3 обеспечивает действие каналов при включении и выключении соответствующих коммутаторов.The operation of an asynchronous traction motor with windings connected to a synchronous traction generator with a number of pole pairs 8, 4, 2 and 1 is carried out with the power of a synchronous traction generator and an asynchronous traction motor proportional to the rotational speed of the shaft of the asynchronous traction motor with constant power at each position of the handle of the driver's controller PC . To ensure a constant power condition of the asynchronous traction motor, the automatic voltage control system of the traction synchronous generator must change the voltage on its stator winding in proportion to the square root of its frequency f ₁ , which is proportional to the rotational speed of the power plant shaft n _DG : $$U=\sqrt{f_{\mathrm{one}}}$$

. As a result, this automatic system for regulating the voltage of a traction synchronous generator belongs to the class of automatic tracking systems in which the adjustable value φ ₃ - voltage U - is maintained at a level determined by the value of the frequency f ₁ [N. Lukov. Fundamentals of automation and automation of diesel locomotives. - M .: Transport, 1989. P.12, 13, 95-98] (see Fig. 13. Functional diagram of a control system for electric power transmission of alternating current power of a traction vehicle with a microprocessor control system when implementing the dependency $$U\equiv \sqrt{f_{\mathrm{one}}})$$

. Dependence $$U\equiv \sqrt{f_{\mathrm{one}}}$$

implemented through the channels: ZU3 (pos. 48 in Fig. 13), UVK, V, STG (ORN); ИУ2, a device for extracting the root of a square UIKK (pos. 45 in Fig. 13), a comparing device for the third СУ3 (pos. 46 in Fig. 13), a device for correcting the channel gain third УК3 (pos. 47 in Fig. 13), UVK, B, STG (ORN); voltage sensor of a synchronous traction generator, which performs the functions of a measuring device of the third ИУ3, СУ3, УК3, УВК, В, СТГ (ОРН). In this case, UIKK and UK3, IU3, SU3, UK3, UVK, V, STG devices are used. The device ZU3 provides the action of the channels when turning on and off the corresponding switches.

, при этом выходной сигнал СУ3 ΔI_СУ3=I_КК-I_ИУ3. Если ΔI_СУ3<0, то напряжение синхронного тягового генератора U уменьшается за счет уменьшения тока возбуждения возбудителя I_УВ. Если ΔI_СУ3>0, то напряжение генератора синхронного тягового генератора U увеличивается за счет увеличения тока возбуждения возбудителя I_УВ. Функциональные элементы ИУ3, СУ3, УК3, УВК, В и СТГ образуют замкнутый контур автоматической следящей системы регулирования напряжения синхронного тягового генератора, устойчивость и показатели качества работы которой определяются значением ее коэффициента усиления в разомкнутом состоянии k_PC2=k_ИУ3·k_СУ3·k_УК3·k_УВК·k_В·k_ОРТ [Луков Н.М. Основы автоматики и автоматизации тепловозов. - М.: Транспорт, 1989. С.12, 13, 95-98].Due to the action of channels ИУ2, УИКК, СУ3, УК3, УВК, В, СТГ (ОРН) and ИУ3, СУ3, УК3, УВК, В, СТГ (ОРН), the voltage of the synchronous traction generator is maintained proportional to the value of the signal I _KK , i.e. the square root out of frequency $$\sqrt{f_{\mathrm{one}}}$$

while the output signal SU3 _{ΔI SU3} = I _KK -I _IU3 . If _{ΔI СУ3} <0, then the voltage of the synchronous traction generator U decreases due to a decrease in the excitation current of the pathogen I _HC . If _{ΔI СУ3} > 0, then the voltage of the generator of the synchronous traction generator U increases due to an increase in the excitation current of the pathogen I _HC . Functional elements ИУ3, СУ3, УК3, УВК, В and СТГ form a closed loop of an automatic servo system for regulating the voltage of a synchronous traction generator, the stability and performance indicators of which are determined by the value of its gain in open state k _PC2 = k _ИУ3 · k _СУ3 · k _УК3 · K _UVK · k _B · k _ORT [Lukov N.M. Fundamentals of automation and automation of diesel locomotives. - M .: Transport, 1989. S. 12, 13, 95-98].

. Этот закон управления в случае идеального асинхронного тягового двигателя с ненасыщенной магнитной системой обеспечивает постоянство перегрузочной способности асинхронного тягового двигателя (M_max/М=const) и минимальные потери. Магнитный поток при этом не зависит от частоты f₁ и зависит лишь от нагрузки $${Ф}_{отн}=Ф/{Ф}_{ном}=\sqrt{М/{М}_{{}^{ном}}}$$

[Винокуров В.А., Попов Д.А. Электрические машины железнодорожного транспорта. - М.: Транспорт, 1986. С.378]. Таким образом, выходной сигнал датчика магнитного потока ИУ4 $$I_{МП}\equiv \sqrt{М}$$

и управление асинхронным тяговым двигателем осуществляется по каналам: ЗУ4, УВК, В, СТГ (ОРН); ИУ4, СУ4, УК4, УВК, В, СТГ (ОРН) и ИУ4, СУ4, УК4, УВК, В, СТГ (ОРН) (см. фиг.14. Функциональная схема системы управления электрической передачей мощности переменного тока тягового транспортного средства с микропроцессорной системой управления по каналу реализации зависимости $$U\equiv \sqrt{M})$$

. Благодаря действию этих каналов напряжение синхронного тягового генератора поддерживается пропорциональным значению сигнала I_МП, то есть корню квадратному из вращающего момента $$\sqrt{М}$$

, при этом выходной сигнал СУ4 ΔI_СУ4=I_МП-I_ИУ3. Если ΔI_СУ4<0, то ток возбуждения возбудителя I_УВ уменьшается за счет уменьшения напряжения синхронного тягового генератора U. Если ΔI_СУ4>0, то ток возбуждения возбудителя I_УВ увеличивается за счет увеличения напряжения синхронного тягового генератора U. Функциональные элементы ИУ3, СУ4, УК4, УВК, В и СТГ (ОРН) образуют замкнутый контур автоматической следящей системы регулирования напряжения синхронного тягового генератора, устойчивость и показатели качества работы которой определяются значением ее коэффициента передачи в разомкнутом состоянии k_PC3=k_ИУ3·k_СУ4·k_УК4·k_УВК·k_В·k_ОРТ [Луков Н.М. Основы автоматики и автоматизации тепловозов. - М.: Транспорт, 1989. С.12, 13, 95-98].In the mode when the electric power transmission of the traction vehicle is operating at a constant speed of the traction vehicle ν, to ensure the constancy of the speed of movement, the voltage of the synchronous traction generator U must be changed in proportion to the square root of the tangential traction force F or moment M: $$U\equiv \sqrt{M}$$

. In the case of an ideal asynchronous traction motor with an unsaturated magnetic system, this control law ensures the constant overload capacity of the asynchronous traction motor (M _max / M = const) and minimal losses. The magnetic flux does not depend on the frequency f ₁ and depends only on the load $$F_{\mathrm{about}tn}=F/F_{n\mathrm{about}m}=\sqrt{M/M_{{}^{n\mathrm{about}m}}}$$

[Vinokurov V.A., Popov D.A. Electric railway vehicles. - M .: Transport, 1986. P.378]. Thus, the output signal of the magnetic flux sensor ИУ4 $$I_{MP}\equiv \sqrt{M}$$

and control of an asynchronous traction motor is carried out through the channels: ZU4, UVK, V, STG (ORN); ИУ4, СУ4, УК4, УВК, В, СТГ (ОРН) and ИУ4, СУ4, УК4, УВК, В, СТГ (ОРН) (see Fig. 14. Functional diagram of a control system for electric transmission of AC power of a traction vehicle with a microprocessor control system for dependency implementation channel $$U\equiv \sqrt{M})$$

. Due to the action of these channels, the voltage of the synchronous traction generator is maintained proportional to the value of the signal I _MP , that is, the square root of the torque $$\sqrt{M}$$

while the output signal SU4 _{ΔI SU4} = I _MP -I _IU3 . If _{ΔI СУ4} <0, then the excitation current of the pathogen I _УУ decreases due to a decrease in the voltage of the synchronous traction generator U. If _{ΔI СУ4} > 0, then the excitation current of the pathogen I _УУ increases due to an increase in the voltage of the synchronous traction generator U. Functional elements ИУ3, СУ4, UK4, UVK, V and STG (ORN) form a closed loop of an automatic servo voltage control system of a synchronous traction generator, the stability and performance indicators of which are determined by the value of its transmission coefficient in open source Toyan k _PC3 = k · k _{IU3 SS4 UK4} · k · k · k _{TEC In} · k _ORT [Lukov NM Fundamentals of automation and automation of diesel locomotives. - M .: Transport, 1989. S. 12, 13, 95-98].

From the functional diagrams presented in Figs. 11 to 14, a complete functional diagram of an automatic system for controlling the shaft speed of a power plant and electric power transmission of alternating current of a traction vehicle with a microprocessor control system is formed (see Fig. 15. Functional diagram of an automatic frequency control system rotation of the shaft of a power plant and electric power transmission of alternating current of a traction vehicle with a microprocessor control system laziness). The proposed electric power transmission of alternating current of a traction vehicle with a microprocessor control system contains the following functional elements: a heat engine and a synchronous traction generator that perform the functions of an object for controlling the shaft speed; exciter of a traction synchronous generator, switches PV1 ÷ PV8 and PN1 ÷ PN8, performing the functions of an executive-regulating device; a contactor control device that performs the functions of a governing body, an asynchronous traction motor that acts as an actuator; a sensor for moving elements of fuel supply elements, a shaft speed sensor of a power plant, a shaft speed sensor of an asynchronous traction motor, a current sensor of a synchronous traction generator, a voltage sensor of a synchronous traction generator, a magnetic flux sensor of an asynchronous traction motor; Traction vehicle control and microprocessor controller. The microprocessor controller contains the following functional elements: comparing devices СУ1 ÷ СУ5, correction devices for gain of control channels УК1 ÷ УК4, device for multiplying УУ, device for square root extraction УИКК, functional converter ФП, device for algebraic summation of equation of state and device for selecting control channels for УВК.

The output signal of the functional converter FP I _{FP is} proportional to the current of the asynchronous traction motor and corresponds to the specified value of the absolute slip β _OPT (figure 10). In the device of algebraic summation, the US sums the output signals of the functional converter FP I _FP and the measuring device of the fifth IU5 I _IU5 . The signal I _{ИУ5 is} proportional to the asynchronous frequency of rotation of the motor shaft n _HELL . As a result, the output signal of the device for algebraic summation of the DC I I _{DC is} proportional to the sum of the rotational speed of the shaft of the induction traction motor and the specified absolute slip β _OPT . The comparator output signal SS5 algebraic summing device CSS _CSS I is compared with the output of the device I and y2 _{and y2,} which corresponds to the current value of the frequency of the supply voltage of the synchronous traction generator f _1. The signal I _{ИУ2 is} proportional to the synchronous frequency of rotation of the shaft of the asynchronous traction motor n _АДс . If I _US- I _ИУ2 = I _СУ5 > 0, then under the influence of this signal supplied to the devices ЗУ1 ÷ ЗУ4 included in the control element, the rotation frequency of the shaft of the power plant n _DG and the frequency of the supply voltage of the synchronous traction generator f _{1 are} reduced. If I _US- I _ИУ2 = I _СУ5 <0, then under the influence of this signal supplied to the devices ЗУ1 ÷ ЗУ4, the shaft rotation frequency of the power plant n _DG and the frequency of the supply voltage of the synchronous traction generator f ₁ increase. As a result, the absolute slip of the engine β is maintained equal to the specified value β of the _OPT (Fig. 9).

The technical result that can be obtained by carrying out the invention.

Switching the poles of an asynchronous traction motor in the proposed electric power transmission of alternating current of a traction vehicle with a microprocessor control system does not lead to current surges and torque on the shaft at the beginning and end of such switching during the switching process. In the electric power transmission of alternating current of a traction vehicle with a microprocessor control system, non-contact switching equipment is used, which has a low weight and high reliability. To implement an increase in the speed of the traction vehicle after switching the poles, the shaft speed of the power plant is not reduced to the minimum value (by 70-80% of its nominal value), but only by 45% of its nominal value. Thus, in an electric power transmission of alternating current of a traction vehicle with a microprocessor control system, the rotational speed of the shaft of a power plant does not change in the full range each time the number of poles of the pole-switched windings of the asynchronous traction motor is switched, but in a two times smaller range. That is, at the same time, the power plant works half the time during transients. Thus, a significant reduction in the duration of transients increases the average operational efficiency of the power plant of the traction vehicle, increases its durability and reliability. Since the transient time in the automatic control system of the shaft speed of a power plant is 2 orders of magnitude less than the train time constant characterizing its inertia, switching the windings of an asynchronous traction motor practically does not affect the traction properties of the traction vehicle with the proposed gear. The proposed electric power transmission of alternating current of a traction vehicle with a microprocessor control system differs from the known ones by a higher efficiency and lower cost, since it does not contain any energy converters (rectifiers and inverters) between the synchronous traction generator and the asynchronous traction motor.

The technical result is achieved due to the fact that the electric power transmission of alternating current of a traction vehicle with a microprocessor control system, comprising a synchronous traction generator, a pathogen of a synchronous traction generator, the shaft of the latter is connected to the shaft of the heat engine, an automatic speed controller of the shaft of the heat engine, a heat engine with synchronous traction generator form a power plant, multi-speed asynchronous traction motor with squirrel-cage with a rotor, the shaft of which is connected to the axis of the driving wheel pair of the traction vehicle, the stator pole switchable winding of the asynchronous traction motor is connected to the stator winding of the synchronous traction generator through switches, the current sensor of the synchronous traction generator, the voltage sensor of the synchronous traction generator, the shaft speed sensor of the power plant, asynchronous traction motor magnetic flow sensor, asynchronous traction motor shaft speed sensor, sensor to moving elements of the fuel supply elements of the heat engine, the control unit of the traction vehicle is characterized in that the control unit of the traction vehicle contains four driving devices, and the electric transmission of the traction vehicle additionally contains five comparing devices, four devices for correcting transmission coefficient of control channels, a device extracting the square root of the rotational speed of the shaft of a power plant fishing sensor displacement elements of the fuel supply of the heat engine, the shaft speed sensor of the power plant and the shaft speed sensor of the asynchronous traction motor, a functional converter, an algebraic summation device, a device for selecting control channels, a device for controlling switches, and the device for selecting control channels is connected with the master devices first , second, third and fourth, with a pathogen of a synchronous traction generator, a control device com utatorami, device control channel transmitting the first correction coefficients, second, third and fourth; the comparator is first connected to the master device first, the current sensor of the synchronous traction generator and the device for correcting the transmission coefficient of the control channel first; a second comparison device is connected to a second setting device, a device for multiplying the output signals of a movement sensor of a fuel supply member of a heat engine, a shaft speed sensor of a power plant and a shaft speed sensor of an asynchronous traction motor and a second channel correction factor correction device; a third comparison device is connected to a voltage sensor of a synchronous traction generator, a square root extraction device from a rotational speed of a power plant shaft, and a third channel transmission coefficient correction device; a fourth comparing device is connected to a magnetic flux sensor of an asynchronous traction motor, a voltage sensor of a synchronous traction generator and a correction factor of a transmission coefficient of a control channel of the fourth; a fifth comparison device is connected to a shaft speed sensor of a power plant, an algebraic summation device, and master devices of the first, second, third and fourth; an algebraic summation device is connected to a shaft speed sensor of an asynchronous traction motor and a functional converter, a functional converter is connected to a current sensor of a synchronous traction generator; the automatic speed controller of the shaft of the power plant is connected with the master device third.

List of figures

Figure 1. The dependence of the power of the traction vehicle on its speed, ν _A is the speed of the traction vehicle when it reaches constant power, ν _K is the design speed of the traction vehicle: line a ₁ -F = const; line b ₁ -P = const (F = P / ν); line in ₁ -ν = const.

Figure 2. The characteristic of the resistance to the movement of the traction vehicle W (ν) (line a ₂ ) and the mechanical characteristics of the asynchronous traction motor during acceleration of the traction vehicle: line b ₂ - at a frequency of 30 Hz; line at ₂ - 32.5 Hz; line g ₂ - 35 Hz; line d ₂ ÷ w ₂ - with variable frequency and voltage.

Figure 3. Schematic diagram of the electric transmission of AC power of a traction vehicle with a microprocessor control system.

Figure 4. Schematic diagram of a three-phase thyristor switch.

Figure 5 Schematic diagram of the engine control system by switching poles.

6. Characteristics: a ₆ , b ₆ - load resistance moment; ₆ , g ₆ - mechanical asynchronous traction motor at nominal U _nom and minimum U _min voltage, respectively; d ₆ - static closed automatic system for controlling the shaft speed of an asynchronous traction motor.

7. Dependence of the rotational speed of the shaft of the asynchronous traction motor n _HELL (speed of the traction vehicle) (line a ₇ at p ₁ = 8, line b ₇ at p ₂ = 4, line ₇ at p ₃ = 2, line g ₇ at p ₄ = 1) and the relative power of the synchronous traction generator P _Go (line d ₇ at p ₁ = 8, line e ₇ at p ₂ = 4, line at p ₃ = 2, line s ₇ at p ₄ = 1) of the shaft speed power plant n _DG .

Fig. 8. The dependence of the power of an asynchronous traction motor on the frequency of rotation of its shaft.

Fig.9. Dependences of the strength of the main resistance to movement W _о (line a ₉ ), the torque on the shaft of the asynchronous traction motor М _АД (traction force F _{1 of the} traction vehicle) (line б ₉ ) and the power of the asynchronous traction motor Р _АД (line ₉ ) from the frequency rotation of its shaft n _HELL (speed ν of the traction vehicle) (traction characteristics of the traction vehicle).

Figure 10. Dependences of the absolute slip β _{opt of} an induction traction motor on the relative load current I _АДо (line a ₁₀ ) and the torque on the shaft of the induction motor М _АДо (line b ₁₀ ).

11. Functional diagram of a control system for electric transmission of AC power of a traction vehicle with a microprocessor control system along the first control channel at U≡ν.

Fig. 12. Functional diagram of a control system for electric power transmission of alternating current of a traction vehicle with a microprocessor control system via a second control channel at P = const.

.Fig.13. Functional diagram of a control system for electric transmission of AC power of a traction vehicle with a microprocessor control system when implementing the dependency $$U\equiv \sqrt{f_{\mathrm{one}}}$$

.

.Fig.14. Functional diagram of a control system for electric power transmission of alternating current of a traction vehicle with a microprocessor control system via a dependency channel $$U\equiv \sqrt{M}$$

.

Fig.15. Functional diagram of an automatic system for controlling the shaft speed of a power plant and electric power transmission of alternating current of a traction vehicle with a microprocessor control system.

The list of positions in the figures and their corresponding elements

1 - heat engine

2 - synchronous traction generator

3 - thyristor switch

4 - asynchronous traction motor

5 - axis

6 - driving wheelset

7 - shaft speed sensor of a power plant, measuring device second

8 - sensor shaft speed of the induction traction motor, measuring device fifth

9 - voltage sensor synchronous traction generator, measuring device third

10 - current sensor synchronous traction generator, a measuring device first

11 - sensor displacement of the elements of the fuel supply, measuring device sixth

12 - magnetic flux sensor of an asynchronous traction motor, measuring device fourth

13 - traction vehicle control (stepless controller of the driver)

14 - microprocessor controller

15 - pathogen synchronous traction generator

16 ÷ 24 - diodes

25 ÷ 27 - power thyristors

28 ÷ 30 - power diodes

31 - zener diode

32 ÷ 34 - resistors

35 - control key

36 - setting device first

37 - first comparison device

38 - the first channel gain correction device

39 - control channel selection device

40 - switch management device

41 - multiplication device

42 - second setting device

43 - the second comparison device

44 - second channel gain correction device

45 - square root extractor

46 - comparing device third

47 - third channel gain correction device

48 - setting device the third

49 - the fourth setting device

50 - a fourth comparison device

51 - fourth channel gain correction device

52 - the fifth comparison device

53 - fifth setting device

54 - functional converter

55 - algebraic summation device

List of Conditional Abbreviations

ARCHV - automatic shaft speed control of a power plant

ATD - asynchronous traction motor

B - exciter of a synchronous traction generator

ZU1 - master device first

ZU2 - the second setting device

ZU3 - the third setting device

ZU4 - master device fourth

ZU5 - the fifth setting device

ИУ1 - measuring device first

ИУ2 - measuring device second

IU3 - measuring device third

ИУ4 - fourth measuring device

IU5 - measuring device fifth

IU6 - measuring device sixth

ORN - voltage regulation object

ORT - current regulation object

Shelter - governing body

PC - position of the handle of the controller of the driver of the traction vehicle

TD - heat engine

STG - synchronous traction generator

SU1 - the first comparing device

SU2 - a second comparison device

SU3 - the third comparison device

СУ4 - the fourth comparison device

SU5 - the fifth comparison device

UK1 - first channel gain correction device

UK2 - second channel gain correction device

UK3 - third channel gain correction device

UVK - control channel selection device

UIKK - square root extractor

US - device algebraic summation

UUK - switch management device

UU - multiplication device

FP - functional converter

List of designations of basic physical quantities

β - absolute slip of the induction traction motor

β _opt - the optimal value of the absolute slip of the induction traction motor

φ ₁ - the first adjustable value

φ ₂ - the second adjustable value

φ ₃ - the third adjustable value

Ф - magnetic flux of an induction traction motor

F ₁ - tangential traction force of the traction vehicle

f ₁ - the frequency of the supply voltage of the stator windings of the asynchronous traction motor

f _1nom - the rated frequency of the supply voltage of the stator windings of the induction traction motor

f ₂ - current frequency of the rotor winding of an induction traction motor

f _2opt - the optimal value of the frequency of the current of the rotor winding of the induction traction motor

f _to - the critical frequency of the rotor current of the induction traction motor

h _p - the movement of the elements of the fuel supply of the heat engine

I - current synchronous traction generator

I _max - maximum current synchronous traction generator

I _min - minimum current synchronous traction generator

I _ADO - relative load current of an induction traction motor

I _VG - excitation current of a synchronous traction generator

I _З - set value of the current synchronous traction generator

I ₂ - the rotor current of the induction traction motor, reduced to the stator circuit

I _ИУ1 - the output signal of the measuring device of the first

I _ИУ2 - the output signal of the measuring device of the second

I _ИУ3 - the output signal of the measuring device of the third

I _ИУ4 - the output signal of the measuring device of the fourth

I _ИУ5 - the output signal of the measuring device of the fifth

I _ИУ6 - the output signal of the measuring device of the sixth

I _HC - exciter current

I _B - excitation current of a synchronous traction generator

I _ZU1 - the output signal of the _driver of the first

I _ZU2 - the output signal of the _driver of the second

I _ZU3 - the output signal of the driver of the third

I _ZU4 - the output signal of the _driver of the fourth

I _ZU5 - the output signal of the _driver of the fifth

I _US - the output signal of the algebraic summation device

I _FP - the output signal of the functional Converter

_{ΔI SU1} - the output signal of the comparator of the first

_{ΔI SU2} - the output signal of the comparison device of the second

_{ΔI SU3} - the output signal of the comparison device of the third

_{ΔI SU4} - the output signal of the comparison device of the fourth

_{ΔI SU5} - the output signal of the comparator of the fifth

k _PC1 - gain of the automatic control system of the synchronous traction generator current in the open state

k _ν is the gain of electric transmission of AC power by shaft speed

k _ИУ1 - gain of the measuring device of the first

k _SU1 - gain of the comparator of the first

k _UVK - gain of the control channel selection device

k _In - the gain of the pathogen

k _ORT - gain of the object of current regulation

M _HELL - torque on the shaft of the induction traction motor

M _ADO - relative torque on the shaft of the asynchronous traction motor

M _ADP - starting torque on the shaft of an induction traction motor

M _max - the maximum allowable torque on the shaft of the induction traction motor

M _nom - rated torque on the shaft of the induction traction motor

n _HELL - shaft speed of the induction traction motor

n _ADS - synchronous speed of the shaft of the induction traction motor

n _ADz - the set value of the shaft speed of the induction traction motor

n _ADopt - the optimal value of the shaft speed of the induction traction motor

n _ADN is the nominal value of the shaft speed of the induction traction motor

n _DG - shaft speed of a power plant

P - power traction vehicle

R _G - power synchronous traction generator

P _Go - the relative power of the synchronous traction generator

R _HELL - power supplied to the asynchronous traction motor

s - slip induction traction motor

s _max - maximum realized slip for an asynchronous traction motor

S is the number of uniformly distributed coils included in the coil groups of the pole-switched winding of the induction traction motor

ν ₁ - the speed of the traction vehicle

U is the supply voltage of the stator windings of the asynchronous traction motor, the voltage of the synchronous traction generator

U _max - the maximum supply voltage of the stator windings of the induction traction motor, the voltage of the synchronous traction generator

W - resistance to the movement of the traction vehicle

W _about - the main resistance to the movement of the traction vehicle

Claims (1)

An electric power transmission of alternating current of a traction vehicle with a microprocessor control system comprising a synchronous traction generator, a pathogen of a synchronous traction generator, a shaft of the latter connected to a shaft of a heat engine, an automatic speed controller of a shaft of a heat engine, a heat engine with a synchronous traction generator form a multi-speed power plant asynchronous squirrel-cage traction motor, the shaft of which is connected to the axis of the driving wheel a pair of a traction vehicle, a stator pole switchable winding of an asynchronous traction motor is connected to the stator winding of a synchronous traction generator by means of switches, a current sensor of a synchronous traction generator, a voltage sensor of a synchronous traction generator, a shaft speed sensor of a power plant, a magnetic flux sensor of an asynchronous traction motor, a frequency sensor shaft rotation of the asynchronous traction motor, the sensor for moving the elements of the fuel supply elements is warm a new engine, a control vehicle for a traction vehicle, characterized in that the control device for a traction vehicle contains four driving devices, and the electric transmission of the traction vehicle additionally contains five comparing devices, four devices for correcting transmission coefficients of control channels, a device for extracting the square root from the frequency rotation of the shaft of a power plant, a device for multiplying the output signals of a sensor for displacing elements of an organ of a fuel supply of a heat engine, a shaft speed sensor of a power plant and a shaft speed sensor of an asynchronous traction motor, a functional converter, an algebraic summation device, a control channel selector device, a switch control device, the control channel selector device being connected to the driving devices first, second, third and fourth, with the exciter of the synchronous traction generator, switch control device, coefficient correction devices transmitting control channels first, second, third and fourth; the comparator is first connected to the master device first, the current sensor of the synchronous traction generator and the device for correcting the transmission coefficient of the control channel first; a second comparison device is connected to a second setting device, a device for multiplying the output signals of a movement sensor of a fuel supply member of a heat engine, a shaft speed sensor of a power plant and a shaft speed sensor of an asynchronous traction motor and a second channel correction factor correction device; a third comparison device is connected to a voltage sensor of a synchronous traction generator, a square root extraction device from a rotational speed of a power plant shaft, and a third channel transmission coefficient correction device; a fourth comparing device is connected to a magnetic flux sensor of an asynchronous traction motor, a voltage sensor of a synchronous traction generator and a correction factor of a transmission coefficient of a control channel of the fourth; a fifth comparison device is connected to a shaft speed sensor of a power plant, an algebraic summation device, and master devices of the first, second, third and fourth; an algebraic summation device is connected to a shaft speed sensor of an asynchronous traction motor and a functional converter, a functional converter is connected to a current sensor of a synchronous traction generator; the automatic speed controller of the shaft of the power plant is connected with the master device third.

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