• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    The invention relates to a method for controlling a drive unit (1) for rail vehicles and such a drive unit (1) for rail vehicles, each with a permanent magnet synchronous motor (2, 3) driven single wheels (4, 5), each synchronous motor (2, 3) an inverter (10, 11) is connected and connected to the inverters (10, 11) control device (12) and with a device (13) for detecting the cornering position of the rail vehicle. According to the invention, the control device (12) is designed such that the inverters (10, 11) for controlling the synchronous motors (2, 3) of the opposing individual wheels (4, 5) are synchronized upon detection of a straight-line travel (G) of the rail vehicle while on detection of a cornering (K) of the rail vehicle, the synchronization of the inverters (10, 11) for driving the synchronous motors (2, 3) of the opposed single wheels (4, 5) is deactivated.
    公开号:AT511440A4
    申请号:T1177/2011
    申请日:2011-08-12
    公开日:2012-12-15
    发明作者:Harald Ddr Neudorfer
    申请人:Traktionssysteme Austria Gmbh；
    IPC主号:
    专利说明:

    1
    The invention relates to a method for controlling a drive unit for rail vehicles, wherein individual wheels are each driven by a permanent magnet synchronous motor and each synchronous motor is driven by an inverter, and the cornering of the rail vehicle is detected.
    The invention further relates to a drive unit for rail vehicles, each with a single-wheel driven by a permanent magnet synchronous motor, each synchronous motor is connected to an inverter, connected to the inverters control device, and with a device for detecting the cornering of the rail vehicle.
    In individual drives for electrically powered rail vehicles, in particular trams, asynchronous motors are usually used as wheel hub motors. It has been shown that running problems and increased flange wear occur because the opposing wheels are not coupled.
    Coupling by means of a shaft arranged between the wheels of a pair of wheels is problematic in modern low floor trams ("ULF": Ultra Low Floor), as this prevents a low-lying car body.
    Since, in particular, permanent-magnet synchronous electric machines have a higher power density compared to asynchronous machines, they have recently been used increasingly as a drive for rail vehicles. The speed sregelung of the synchronous motors via appropriate inverter.
    EP 1 247 713 Bl describes a chassis for rail vehicles without wheelsets, with synchronous motors each driving the Einzeierre-ger directly or via transmission. An electrical coupling of the two opposite individual wheels is effected by parallel connection and feeding both synchronous motors via a common inverter. Although this is an electrical
    Coupling of the single wheels achieved, which is advantageous when driving straight ahead and reduces the wear on wheels and rails, but when cornering no advantages are achieved, since the individual wheels are strongly coupled with each other in the curve. As a result, when cornering the rail vehicle results in increased wear on wheels and rails and increased noise.
    The F.P 919 447 Al describes a drive for rail vehicles, wherein the individual wheels are also driven by synchronous motors, which in turn are driven by individual inverters accordingly. About a control device which is connected to sensors for detecting the cornering of the rail vehicle, such a control of the individual inverters, so that the outside in the curve individual wheels are driven with a higher number of revolutions than the inside of the individual wheels in the curve. As a result, it is possible to achieve a reduction in the wear of the wheels and the rail as well as a reduction of the noise development when cornering. For parallel orientation of the opposite individual wheels mechanical couplings via stabilizers are also provided. A coupling of the opposite single wheels when driving straight ahead is not provided.
    The object of the present invention is to provide an above-mentioned method or an above-mentioned drive unit using permanent-magnet synchronous motors by which advantages can be achieved both when driving straight and when cornering and the wear of both the wheels and the rails and the resulting noise can be reduced especially when cornering.
    The object of the invention is achieved in terms of the method in that the inverters of the synchronous motors of two opposing individual wheels are synchronized in the detection of straight-line running of the rail vehicle, and in the detection of a cornering of the rail vehicle, the synchronization is deactivated. By «· · # MM * · * ··» «* * · for t ·« · »II | l * *« * nm «J · · ·« 4 »* ·« ·· «♦ · ·· *« The features according to the invention ensure that the individual wheels are rigidly coupled together when running straight ahead and thus optimal running properties are achievable with simultaneous low wear on individual wheels and rails. Due to the rigid speed behavior of synchronous motors, a kind of "electric wave" is generated. between the opposite individual wheels or a corresponding rigid coupling causes. A mechanical shaft between the drive motors of the opposite single wheels, which would be a hindrance in low-floor trams, is not required. As soon as it is detected that the rail vehicle is cornering, the coupling of the opposing individual wheels is canceled, so that even during cornering optimal running properties with low wear on wheels and rails can be achieved.
    In itself, therefore, the two synchronous motors opposite individual wheels are controlled synchronously, while for the cornering and possibly for other special situations, a different control of the motors of the opposite individual wheels is possible. These include, for example, the so-called sinusoidal, which can be used to reduce the wear of the wheels and rails when driving straight ahead of the rail vehicle. The fact that a separate inverter is available per synchronous motor, an individual control or regulation of the synchronous motors of all the individual wheels of the rail vehicle can be made.
    Advantageously, the inverters of the synchronous motors of opposed individual wheels are controlled upon detection of a cornering such that the synchronous motor of the outside in the curve single wheel is driven at a higher speed than the synchronous motor of the inner wheel in the individual wheel. As a result, the wear of the individual wheels and the rails when cornering and the corresponding noise development can be reduced.
    If the radius of the curve is detected and the inverters of the synchronous motors of opposed individual wheels are controlled as a function of the curve radius, further improvements can be achieved. ♦ »» · · ·
    According to a further feature of the invention, it is provided that the rotational speed and rotor angle position of each synchronous motor is detected and the pole wheel angle of each synchronous motor is determined therefrom, and if an undefined rotor angle is determined, the synchronization of the inverter of the synchronous motors of two opposing individual wheels is deactivated and the speed of the synchronous motor is not defined Polradwinkel is changed until reaching a defined Polradwinkels. By these features, a synchronous motor which "out of step" can be used. it is advised, as is the case when the rotor no longer follows the rotating field of the stator, again "captured". become. This so-called "trapping" a synchronous motor can normally be made possible only by stopping the synchronous motor or stopping the rail vehicle and restarting the rail vehicle or accurate measurement of the rotating field frequency and corresponding control of the motor. Because a separate inverter is provided for each synchronous motor in the subject invention, the synchronization between the synchronous motors of opposing individual wheels can be separated during the "out of step" traps of a synchronous motor and the synchronization can be restored by appropriate control of an inverter.
    The curve position of the rail vehicle can be detected via the acceleration of the rail vehicle in at least two directions. Such acceleration sensors have the advantage over optical sensors that they are insensitive to contamination.
    The object according to the invention is also achieved by an above-mentioned drive unit for rail vehicles, wherein the control device is connected to the inverters of the synchronous motors of opposed individual wheels and the detection device and is designed such that the inverters synchronize for controlling the synchronous motors of the opposing individual wheels upon detection of straight-line travel of the rail vehicle while the detection of a cornering of the rail vehicle, the synchronization of the 5. 5. •. * * * * I * Μ inverters to control the synchronous motors of the opposite single wheels is disabled. For the achievable thereby advantages, reference is made to the above description of the method according to the invention for controlling the drive unit for rail vehicles.
    Advantageously, the control device is designed such that upon detection of a cornering of the rail vehicle, the synchronous motors of the outside in the curve individual wheels has a higher speed than the synchronous motors of the internal in the curve individual wheels.
    Advantageously, the detection device is designed to detect the radius of the curve. This allows a corresponding control of the synchronous motors of the opposite individual wheels in dependence of the radius of the curve.
    To determine the rotor angle of each synchronous motor means may be provided for detecting the rotational speed and the rotor angular position of each synchronous motor, which are connected to the control device. As mentioned above, this can result in "trapping". an "out of step" advised synchronous motor can be achieved.
    The detection device can be formed by at least two acceleration sensors for measuring the acceleration of the rail vehicle in at least two directions. v
    The control device is advantageously formed by a microprocessor.
    The present invention will be explained in more detail with reference to the accompanying drawings. Show in it
    1 shows schematically a drive unit with a rigid coupling of two opposing individual wheels.
    2 shows the electrical coupling of two opposing individual wheels according to the present invention. ♦ •. T
    Fig. 3 is a schematic plan view of a rail vehicle in which the drive units are regulated according to the present invention; and
    Fig. 4 is a timing diagram for explaining the control according to the invention.
    1 shows a drive unit 1 of a rail vehicle with a left independent wheel 4 and a right independent wheel 5, which are arranged on corresponding rails 6, 7. The individual wheels 4, 5 are driven by synchronous motors 2, 3. For coupling the two individual wheels 4, 5, a rigid shaft 8 is provided, via which the two individual wheels 4, 5 are rigidly coupled together. Through the coupling running problems and increased wheel flange wear of the individual wheels 4, 5 and the rails 6, 7 are avoided. However, the shaft 8 is the application of low-floor technology with a correspondingly low-lying car body 9 (dashed lines drawn opposite).
    Fig. 2 shows a schematic block diagram of the erfindungsge MAESSEN regulation of a drive unit 1 for rail vehicles. The opposing individual wheels 4, 5 are each driven by a permanent magnet synchronous motor 2, 3. Each synchronous motor 2, 3 is controlled by a separate inverter 10, 11. The speed control of the rail vehicle via the adjustment of the frequency of the inverter 10, 11. Due to the low-lying in the low-floor technology balance box 9 coupling with the aid of a rigid shaft 8 (according to FIG. 1) is not possible. Therefore, the coupling of the synchronous motors 2, 3 of the opposing individual wheels 4, 5 is made electrically via a control device 12. Accordingly, the control device 12 formed, for example, by a microprocessor with: the two inverters 10, 11 for controlling the synchronous motors 2, 3 of the individual wheels 4, 5 is connected. Furthermore, the control device 12 is connected to a device 13 for detecting the cornering of the rail nenfahrzeugs. Upon detection of a straight line run of the 1 * · · · · $ *
    Rail vehicle, the inverters 10, 11 of the synchronous motors 2, 3 are operated synchronously. Upon detection of a cornering of the rail vehicle, the synchronization of the inverters 10, 11 is deactivated. Important in the inventive control of the drive unit 1 is that the opposite individual wheels 4, 5 of the rail vehicle are coupled when driving straight ahead and decoupled when cornering. As a result, the running properties can be improved both when driving straight ahead and when cornering and the wear both on individual wheels 4, 5 and on rails 6, 7 can be reduced.
    In addition, the control can be done during cornering such that the synchronous motor 2, 3 of the outside in the curve single wheel 4, 5 at a higher speed n than the synchronous motor 2, 3 of the inner curve in the individual wheel 4, 5 is driven. A further improvement can be achieved if the radius R of the curve is detected and the inverters 10, 11 of the synchronous motors 2, 3 of opposed individual wheels 4, 5 are controlled as a function of the curve radius R. As a result, the disturbing noise development when cornering can be reduced or avoided.
    Fig. 3 shows a schematic plan view of a rail vehicle, wherein each two opposing individual wheels 4, 5 abroil on the rails 6, 7. Each individual wheel 4, 5 is possibly connected with the interposition of a transmission 14, 15, each with a permanent magnet synchronous motor 2, 3. The synchronous motors 2, 3 are controlled via appropriate Viechseirichter 10, 11. The inverters 10, 11 are connected to a control device 12, which in turn is connected to the detection device 13. The detection device 13 may be formed by at least two acceleration sensors 18, 19, which measure the acceleration of the rail vehicle in at least two directions. In addition, means 16, 17 for detecting the rotational speed n and the position of the rotor angle Θ each synchronous motor 2, 3 may be provided, which are connected to the control device 12. By detecting the rotational speed n and the position of the rotor angle Θ of each synchronous motor 2, 3, the pole wheel angle δ of each synchronous motor 2, 3 can be determined. Upon detection of an undefined Polradwinkels δ, which is the case when the rotor of the synchronous motor 2, 3 no longer follows the rotating field of the stator, the synchronization of the inverters 10, 11 of the synchronous motors 2, 3 of the opposite individual wheels 4, 5 can be deactivated and the speed n of the synchronous motor 2, 3 are changed with Undefined Polradwinkel δ until reaching a defined Polradwinkels δ. In this way, an "out of step" advised synchronous motor 2, 3 again "captured " become. This represents an additional optimization of the subject regulatory procedure.
    Finally, Fig. 4 shows schematically a time course of the subject control method of a drive unit 1 of a rail vehicle, wherein the course of the rails is shown in the top time course. With G is a straight course of the rails and marked with K a curve of the rails. The lower timing diagram shows the synchronization of the inverters 10, 11 of the synchronous motors 2, 3 of opposed individual wheels 4, 5. Accordingly, upon detection of a Geraudeauslaufs G of the rail vehicle, a synchronization of the inverter 10, 11 is made, whereas upon detection of a cornering K of the rail vehicle, the synchronization of the inverters 10, 11 is deactivated.
    The control method according to the invention serves to improve the running properties of the rail vehicle both when running straight and when cornering and to reduce the wear of the individual wheels 4, 5 and the rails 6, 7 and the noise development during cornering of the rail vehicle.
    权利要求:
    Claims (11)
    [1]
    1. A method for controlling a drive unit (1) for rail vehicles, wherein individual wheels (4, 5) in each case by a permanent-magneto-excited synchronous motor (2, 3) are driven and each synchronous motor (2, 3) by an inverter ( 10, 11) is actuated, and the cornering position of the rail vehicle is de-tektiert, characterized in that the inverters (10, 11) of the synchronous motors (2, 3) of two opposing individual wheels (4, 5) upon detection of a straight run (G) of the rail vehicle are operated synchronized, and upon detection of a cornering (K) of the rail vehicle, the synchronization is deactivated.
    [2]
    2. The method according to claim 1, characterized in that the inverters (10, 11) of the synchronous motors (2, 3) of opposed individual wheels (4, 5) are controlled upon detection of a cornering (K) such that the synchronous motor (2, 3 ) of the outer wheel in the curve (4, 5) with a higher rotational speed (n) than the synchronous motor (3, 2) of the in-curve inner individual wheel (5, 4) is driven.
    [3]
    3. The method according to claim 1 or 2, characterized in that the radius (R) of the curve is detected and the inverters (10, 11) of the synchronous motors (2, 3) of opposed individual wheels (4, 5) in dependence of the turning radius (R ) be managed.
    [4]
    4. The method according to any one of claims 1 to 3, characterized in that the rotational speed (n) and the position of the rotor angle (Θ) detects each synchronous motor (2, 3) and from the Polradwinkel (δ) of each synchronous motor (2, 3) is determined, and upon determination of an undefined Polradwinkels (Ö) the synchronization of the inverters (10, 11) of the synchronous motors (2, 3) of two opposing individual wheels (4, 5) is deactivated and the speed (n) of the synchronous motor (2, 3 ) with an undefined rotor angle (δ) until a defined rotor angle (&) is reached.
    [5]
    5. The method according to any one of claims 1 to 4, characterized in that the cornering position of the rail vehicle over the acceleration of the rail vehicle is detected in at least two directions.
    [6]
    6. Drive unit (1) for rail vehicles, each with a permanent magnet synchronous motor (2, 3) driven individual wheels (4, 5), each synchronous motor {2, 3) with an inverter (10, 11) is connected to a with the inverter (10, 11} connected control device (12), and with a device (13) for detecting the cornering of the rail vehicle, characterized in that the control device (12) with the inverters (10, 11) of the synchronous motors (2, 3 ) of opposing individual wheels (4, 5) and the detection device (13) and is designed such that the inverters (10, 11) for controlling the synchronous motors (2, 3) of the opposite individual wheels (4, 5} upon detection of a straight run ( G) of the rail vehicle are synchronized, while upon detection of a cornering (K) of the rail vehicle, the synchronization of the inverters (10, 11) for controlling the synchronous motors (2, 3) of gegenüberlie ing single wheels (4, 5) is deactivated.
    [7]
    7. Drive unit (1) according to claim 6, characterized in that the control device (12) is designed such that upon detection of a cornering (K), the synchronous motors (2, 3) of the outside in the curve individual wheels (4, 5) a Higher rotational speed (s) than the synchronous motors (3, 2) of the internal in the curve individual wheels (5, 4).
    [8]
    8. Drive unit (1) according to claim 6 or 7, characterized in that the detection device (13) for detecting the radius (R) of the curve is ausgebildel.
    [9]
    9. Antriebseinheiz (1) according to any one of claims 6 to 8, characterized in that for determining the rotor angle (δ) of each synchronous motor (2, 3) means (16, 17) for detecting the rotational speed (n) and position of the rotor angle ( Θ) of each synchronous motor (2, 3) are provided, which are connected to the control device (12) • «* • fr fr fr * fr fr *« «fr.
    [10]
    10. Drive unit (1) according to one of claims 6 to 9, characterized in that the detection device (13) by at least two acceleration sensors (18, 19} for measuring the acceleration of the rail vehicle is formed in at least two directions.
    [11]
    11. Drive unit (1) according to one of claims 6 to 10, characterized in that the control device (12) is formed by a microprocessor. GH / stk, bf
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    同族专利:
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    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
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    DE102006012215A1|2006-03-16|2007-09-20|Mtu Aero Engines Gmbh|Transverse flux machine and turbomachinery with such Transversalflussmaschie|
    DE102009042870A1|2009-09-24|2011-03-31|Siemens Aktiengesellschaft|Rail vehicle with single wheel drives|EP3261244A1|2016-06-22|2017-12-27|Siemens Aktiengesellschaft|Three level inverter circuit|
    CN112622604A|2020-12-30|2021-04-09|徐工集团工程机械股份有限公司|Device and method for improving steering performance of four-wheel independent drive wheel carrier adjustable vehicle|
    法律状态:
    2018-04-15| MM01| Lapse because of not paying annual fees|Effective date: 20170812 |
    优先权:
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    ATA1177/2011A|AT511440B1|2011-08-12|2011-08-12|METHOD FOR REGULATING A DRIVE UNIT FOR RAIL VEHICLES AND RAIL VEHICLE DRIVE UNIT|ATA1177/2011A| AT511440B1|2011-08-12|2011-08-12|METHOD FOR REGULATING A DRIVE UNIT FOR RAIL VEHICLES AND RAIL VEHICLE DRIVE UNIT|
    EP12177073.9A| EP2557014B1|2011-08-12|2012-07-19|Methods for regulating a drive unit for rail vehicles and drive unit for rail vehicles|
    PL12177073T| PL2557014T3|2011-08-12|2012-07-19|Methods for regulating a drive unit for rail vehicles and drive unit for rail vehicles|
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