EP1301370A1 - Procede de regulation d'entrainement sans capteur d'un vehicule electrique et regulation d'entrainement fonctionnant selon ce procede - Google Patents

Procede de regulation d'entrainement sans capteur d'un vehicule electrique et regulation d'entrainement fonctionnant selon ce procede

Info

Publication number
EP1301370A1
EP1301370A1 EP01960329A EP01960329A EP1301370A1 EP 1301370 A1 EP1301370 A1 EP 1301370A1 EP 01960329 A EP01960329 A EP 01960329A EP 01960329 A EP01960329 A EP 01960329A EP 1301370 A1 EP1301370 A1 EP 1301370A1
Authority
EP
European Patent Office
Prior art keywords
voltage
stator
motor
torque
drive control
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP01960329A
Other languages
German (de)
English (en)
Inventor
Bernd Peter Elgas
Karl-Heinz Lust
Josef Wiesing
Manfred Dollinger
Wolfgang Benzing
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
ABM Greiffenberger Antriebstechnik GmbH
Keba Industrial Automation Germany GmbH
Original Assignee
Lust Antriebstechnik GmbH
ABM Greiffenberger Antriebstechnik GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority claimed from DE20021901U external-priority patent/DE20021901U1/de
Application filed by Lust Antriebstechnik GmbH, ABM Greiffenberger Antriebstechnik GmbH filed Critical Lust Antriebstechnik GmbH
Publication of EP1301370A1 publication Critical patent/EP1301370A1/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62B—HAND-PROPELLED VEHICLES, e.g. HAND CARTS OR PERAMBULATORS; SLEDGES
    • B62B3/00—Hand carts having more than one axis carrying transport wheels; Steering devices therefor; Equipment therefor
    • B62B3/04—Hand carts having more than one axis carrying transport wheels; Steering devices therefor; Equipment therefor involving means for grappling or securing in place objects to be carried; Loading or unloading equipment
    • B62B3/06—Hand carts having more than one axis carrying transport wheels; Steering devices therefor; Equipment therefor involving means for grappling or securing in place objects to be carried; Loading or unloading equipment for simply clearing the load from the ground
    • B62B3/0612—Hand carts having more than one axis carrying transport wheels; Steering devices therefor; Equipment therefor involving means for grappling or securing in place objects to be carried; Loading or unloading equipment for simply clearing the load from the ground power operated
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/02—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles characterised by the form of the current used in the control circuit
    • B60L15/025—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles characterised by the form of the current used in the control circuit using field orientation; Vector control; Direct Torque Control [DTC]
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B60L15/2045—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed for optimising the use of energy
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B60L50/51—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells characterised by AC-motors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2220/00—Electrical machine types; Structures or applications thereof
    • B60L2220/10—Electrical machine types
    • B60L2220/30—Universal machines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62B—HAND-PROPELLED VEHICLES, e.g. HAND CARTS OR PERAMBULATORS; SLEDGES
    • B62B5/00—Accessories or details specially adapted for hand carts
    • B62B5/0026—Propulsion aids
    • B62B5/0033—Electric motors
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/64—Electric machine technologies in electromobility
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility

Definitions

  • the invention relates to a method for sensorless drive control of an electric vehicle. It also relates to a drive control that operates according to this.
  • An electric vehicle or mobile is understood here to mean in particular an industrial truck (industrial truck).
  • An electric motor-operated industrial truck is usually used in the area of lifting or conveying loads, whereby loads can be lifted and transported indoors and outdoors.
  • such an industrial truck has one or more drive motors and has a lifting device.
  • the usually high number of individual drives, in particular at least one travel drive, a hydraulic pump drive and a steering drive, are carried by the industrial truck.
  • such an industrial truck comprises a built-in energy or DC voltage source, usually in the form of a battery, in order to carry out the intended task without a supply cable and thus in a mobile manner.
  • brushless three-phase drives in particular asynchronous or synchronous motors - with the exception of the bearings - are characterized by maintenance-free, inexpensive and robust technology.
  • a comparatively simple regulation or control is possible.
  • the field weakening, which is important for electric vehicles or vehicles, can also occur can be used comparatively effectively.
  • the synchronous machine is advantageous in terms of efficiency in the partial load range.
  • a U / f characteristic control is predominantly currently used, which assumes that the asynchronous machine is operated in a stationary manner.
  • These control methods can also be operated in combination with superimposed speed and / or slip control.
  • a speed control known from DE 196 51 281 C2 for example, requires an additional speed sensor or angle encoder, particularly when used in an industrial truck with a rotating field drive.
  • Another disadvantage of these simpler control methods or structures is that the machine is not operated with optimum efficiency in the partial load range. This is particularly critical in an industrial truck with a limited capacity of the battery carried, since this drastically shortens the operating time per battery charge.
  • Another disadvantage is that a U / f characteristic control initially only gives the possibility of specifying a speed. Often, however, a possibility of specifying the torque is desirable in the case of floor conveyor vehicles since the operation of the drive system is the same for the driver as the familiar operation of the car. In this case, the speed control loop is virtually closed by the driver.
  • the invention is therefore based on the object, while avoiding the disadvantages mentioned, of specifying a particularly suitable method for sensorless drive regulation or control, in particular of an industrial truck.
  • a drive control that is particularly suitable for carrying out the method and an industrial truck operated with such a drive control are to be specified.
  • the stated object is achieved according to the invention by the features of claim 1.
  • a sensor-less drive control is used in a vehicle, in particular an industrial truck, which is driven by a rotating field motor, which in turn is operated with an inverter fed by a moving DC voltage source , Actual values of the flux linkage of the rotating field motor and at least one further variable dependent on it are calculated from the detected stator voltage of the rotating field motor and from at least n-1 measured phase currents.
  • the stator current of the three-phase drive determined by the phase currents is set on the basis of these values.
  • Sensorless means the avoidance of the use or the use of a speed sensor.
  • the invention is based on the consideration that the disadvantages mentioned can be avoided if, on the one hand, a higher-quality method - such as field-oriented control - is used, and on the other hand, if an asynchronous machine is used as a rotating field motor, a suitable flux linkage is calculated and thus an actual value of the current speed, the torque and / or the angle of rotation is provided for the drive control without sensors. As a result, a cost-intensive speed or torque sensor or sensor with complex wiring, which is otherwise necessary in the control of an asynchronous machine with orientation to a stator or rotor flux linkage, is not required.
  • the flux linkage in particular the rotor or stator flux linkage
  • a motor model is expediently parameterized on the basis of motor characteristic data of the rotating field motor, which determines the actual value of the flux linkage and in particular also the speed and the torque.
  • the target value of the respective stator voltage or the respective phase current is expediently determined.
  • the target value of the flux linkage is advantageously determined using a control slide to which the actual value of the speed and / or the amount of the target values of the stator voltage is supplied on the input side.
  • the target value of the flux linkage can advantageously be determined from the actual values of the torque and the speed using a characteristic curve.
  • drive control is optimized in terms of efficiency.
  • the actual value of the torque and / or the speed is expediently used. If the actual value and the target value of the torque or the speed are at least approximately the same, then the target values can also be used to optimize efficiency.
  • the auxiliary quantity mentioned that is to say the so-called flux linkage
  • the effect of all turns is summarized so that the number of turns is no longer included in the mathematical relationship or representation.
  • the flux linkage summarizes the effect of the magnetic flux on the sum of the turns of a winding, in that the overall effect is Lichen or fictional or virtual flow is described, which flows through exactly one (imaginary) winding with a single turn.
  • the voltage of the energy store is measured and offset with the known duty cycle of a pulse-controlled inverter to the stator voltages, which in this case are identical to the target values of the stator voltages.
  • the stator voltage i.e. H. their actual values are recorded directly.
  • at least n-1 phase currents are measured in a motor with n phases or n phases, where n is an arbitrary natural number with n> 1.
  • This variable in turn can then be used to determine the further variables or parameters to be determined, in particular the torque, the speed, the angle of rotation, the rotor, stator or air gap flow, or variables proportional to this.
  • the arithmetic unit makes the calculated quantities available as analog and / or digital quantities in the form of corresponding actual values. These variables can also be stored in a memory of a digital arithmetic unit.
  • a corresponding size of the arithmetic unit is used as the actual value for the control to regulate the torque - or a variable of the rotating field drive proportional to it.
  • the corresponding size of the arithmetic unit is used as the actual value for the control to regulate the speed - or a variable proportional to it.
  • the corresponding size of the arithmetic unit can be used to control the angle of rotation or a variable proportional to it as the actual value for the control.
  • At least one of the output variables of the arithmetic unit is expediently used for operational data recorders, diagnostic tools, service tools or life cycle monitoring tools.
  • One of the output variables of the arithmetic unit is also advantageously used to operate the drive unit in an optimized manner by influencing the stator flux linkage, the rotor flux linkage or the air gap flow linkage based on the known variables of speed and torque or torque setpoint or a variable that is proportional to each.
  • a truck can also use the calculated quantities of torque and / or speed - or quantities proportional to them - and the known hydraulic and mechanical constants, such as the efficiency, the specific delivery volume of the hydraulic pump, the cylinder surface of the lifting cylinder and / or the translation of the mast, the lifting load and / or the driving speed of the load are determined. These variables can also be used to display, monitor or control the travel speed.
  • the currents are expediently measured by means of magnetic field gradiometers, the or each measurement being carried out on the basis of the magnetoresistive effect or the GMR effect (giant magnetoresistive effect) or the CMR effect (coliosal magneto-resistive effect).
  • the stator voltage is advantageously determined directly by measuring n-1 conductor voltages or n phase voltages in a motor with n phases.
  • the necessary calculations by means of or within the algorithm or arithmetic unit are expediently carried out by means of a shared microcontroller or signal processor.
  • the commissioning effort associated with the sensorless drive control can advantageously be reduced by self-commissioning.
  • This includes preferably automatic identification of the parameters of the induction machine and an operating point setting with regard to the specified flow chaining and a comparison of the or each control loop.
  • the mechanisms for automatic parameter identification can also be used for fault detection and fault diagnosis when servicing or when the drive is at a standstill.
  • the quality and performance of the sensorless drive control can be increased if the induction machine is modified appropriately.
  • the so-called sheet metal section of the rotor or stator can be changed, so that there are significant differences in inductance depending on the one hand different directions of current supply and on the other hand the rotor position. These in turn can be determined, and the current results can be used to draw conclusions about the current rotor position.
  • high-quality sensorless control can also be achieved at low speeds, since there is the possibility of connecting test signals, which in turn enable reliable identification of the inductances.
  • additional relevant state variables or drive parameters such as in particular the motor torque, the motor speed, the angle of rotation, the rotor flux, the stator flux and / or the air gap flux, are one determined with a pulse-controlled inverter asynchronous motor or synchronous motor of such an electrically operated vehicle with rotating field drive technology and can preferably also be used for diagnostic purposes and for determining the service life.
  • Avoiding the use of sensor components for speed and / or torque detection offers the considerable advantage that a reduced robustness of the overall system due to a risk of the function of these components which is practically unavoidable as a result of the harsh operating conditions for such industrial trucks can be excluded. Efficiency can also be improved.
  • a synchronous machine can also be used as a rotating field motor for driving an industrial truck.
  • the invention is also particularly suitable in such an electrically operated vehicle, in particular with regard to the steering deflection in an electrically steered vehicle, in which a redundant system with an additional speed sensor is required or desired.
  • FIG. 1 u. 2 a side view or a top view of an industrial truck with an electric motor drive and a sensorless drive control
  • FIG. 3 schematically in a block diagram of functional components of the sensorless drive control
  • FIG. 4 in a comparatively detailed block diagram an indirect voltage determination for the drive control
  • FIG. 5 4 shows an alternative realization of the voltage detection
  • FIG. 6 shows the control scheme of the drive control in a block diagram
  • FIG. 7 shows a torque-speed diagram of a control element.
  • the industrial truck 1 shown in FIGS. 1 and 2 carries a battery 11 as a DC voltage source and a control device 2, hereinafter referred to as drive control, and an electromotive drive 3 in the form of a brushless rotary field drive, preferably an asynchronous motor.
  • the battery-powered industrial truck 1 comprises two tines 4, which are each supported on rollers 5.
  • the tines 4 form a U-shaped frame seen from above together with a base bracket 6.
  • the drive unit 3 is fed via the drive control 2 from an energy store in the form of a DC voltage source 11, in particular a battery, for example a 24V or 48V battery, which is arranged in the base console 6.
  • the sensorless drive controller 2 comprises an inverter or pulse inverter 10, a measuring device 12 and an arithmetic unit 14.
  • the DC voltage u z supplied to the inverter 10 via leads 15 is converted into a three-phase AC voltage by means of the inverter 10, which - or the corresponding current - via three phase lines LN (L1, L2, L3 or u, v, w) is fed to the rotating field drive 3.
  • FIGS. 4 and 5 show the drive control 2 with the pulse-controlled inverter 10 and with a measuring module 12a for voltage detection and a measuring module 12b for current detection in a comparatively detailed manner.
  • VS denotes the respective valve control 16 of the pulse inverter 10.
  • the measuring modules 12a, 12b are connected on the output side to inputs of the arithmetic unit 14.
  • the voltage u z of the energy store or the battery 11 is measured and offset against the stator voltages using the known duty cycle of the pulse-controlled inverter 10.
  • target duty ratios z a , Z b , z c are fed to the arithmetic unit 14 on the input side , and are generated by a pulse width modulator 17 assigned to the pulse inverter 10 from target values of the stator currents i a , b, c .
  • the stator voltages u a , b , c are recorded directly and fed to the arithmetic logic unit 14 via the measuring module 12 a.
  • the state variables or parameters determined with the arithmetic unit 14, in particular the flow chaining ⁇ , the speed n, the torque T and z. B. also the angle of rotation can be used in a variety of ways for drive control 2 of the rotary field motor 3. They allow indirect control of the torque T, the speed n, the position of the rotor of the rotating field drive 3 or the flux linkage ⁇ . The user thus has no restrictions with regard to an interface to the drive 3. Another important application is the use of the determined data for data loggers or lifecycle monitoring. In this way, for example, overload cases are recognized and if the drive drives or the hydraulic pump should fail, a warning is triggered to the user in good time so that predictive maintenance is carried out. These output variables are also helpful for diagnostic tools, which give the service technician crucial help in troubleshooting in the event of a fault, so that downtimes can be reduced.
  • an important application is the use of the determined data with the aim of setting the operating point of the drive control 2 of the rotary field drive 3, which is designed in particular as an asynchronous machine, with the optimum efficiency.
  • its flux linkage ⁇ can be set in such a way that that the sum of iron losses and copper losses is minimal. In the partial load range, a significant increase in efficiency can be achieved, which is of great benefit in a battery-powered industrial truck 1.
  • an important application is the use of the determined data for calculating the lifting load of the industrial truck 1 by taking into account the parameters of torque T and speed n taking into account the physical laws, in particular the efficiency of hydraulic pumps and the efficiency of the mechanics, as well as the specific delivery volume of the hydraulic pump , first the hydraulic pressure can be determined. Taking into account the cylinder area of the lifting cylinder and the translation of the mast, the lifting load and the operating speed of the mast can be determined. If the hydraulic pump can be uncoupled from the lifting cylinder via valves, the viscosity of the hydraulic oil and thus the temperature of the hydraulic oil or the hydraulic system can be determined using a similar procedure.
  • the torque T which the drive 3 must use to operate the hydraulic pump at a defined speed n, then depends solely on the viscosity of the hydraulic oil. Another important application is the use of the determined data for a redundant system. If, in addition, a speed or angle encoder is used, the corresponding measured variables can be compared with output variables of the arithmetic unit 14. For this purpose, the output variables of the arithmetic and logic unit 14 are compared with the measured values of a rotation angle sensor or a speed sensor or a torque sensor, the result of the comparison being used for the error detection of sensors used or of the drive 3.
  • the drive control or control 2 can then be continued with the corresponding output variable T, n, ⁇ of the arithmetic unit 14, so that an advantageous redundant system is created. If there are significant deviations, there is a fault in the drive system or in the encoders and the drive 3 can be switched off or operated in a kind of emergency operation without the sensors until the fault can be remedied at the next service or maintenance appointment.
  • the measuring module 12b required for this application in contrast to the V / f characteristic control, for measuring the currents i a> b, c is a magnetic field gradiometer based on the MR effect (magneto resistive effect), the GMR effect (giant magneto resistive) or the CMR effect (colossal magneto resistive).
  • MR effect magnetic resistive effect
  • GMR effect GMR effect
  • CMR effect colossal magneto resistive
  • the arithmetic unit 14 comprises a motor or drive model 20 that simulates the rotating field drive 3, to which the detected phase currents i a , b , c and the measured values u 2 of the direct or intermediate circuit voltage supplied by the direct voltage source 11 are supplied.
  • the pulse width ratio or the degree of modulation P of the pulse width modulator 17 is fed to the motor model 20.
  • the motor model 20 determines the actual value from these input values i a , b, c, PM and u 2 the flux linkage is ⁇ and the actual value of the torque T is and the actual value of the speed n is t.
  • T e ⁇ are the internal torque of the rotating field drive 3, p the number of pole pairs, L h the main inductance, L R the rotor inductance related to the stator side of the rotating field drive 3, ⁇ Rd - with ⁇ Rd proportional to the voltage measured value u z - the flux linkage, R R the rotor resistance related to the stator side and ⁇ the scatter figure.
  • the index R always stands for rotor sizes, while index S stands for stator sizes.
  • the index d denotes the real part and the index q denotes the imaginary part of a space pointer in flow coordinates.
  • ⁇ F R is the circular velocity of the flux linkage ⁇ in the rotor-fixed coordinate system.
  • the circular velocity of the flux linkage ⁇ in the fixed coordinate system is given by the relationship:
  • stator flow chaining results from the relationship:
  • the target value ⁇ soii of the flux linkage is determined from the actual value of the speed n ist by means of a control element 21.
  • An optimal torque formation is ensured by the flow-forming and the torque-forming components of the current space vector being suitably specified in such a way that on the one hand the maximum permissible length of the current space vector and on the other hand the maximum adjustable space vector length of the stator voltage Us by the inverter 17 is not exceeded.
  • the control element 21 can be implemented as a characteristic element or as a voltage regulator for flow adjustment, ie for determining the target value Ermittlung SO ⁇ .
  • the torque-speed diagram in FIG. 7 shows the speed n on the abscissa and the torque T on the ordinate, in each case based on the nominal number nominal or the nominal torque T ne nn.
  • the characteristic curve K which results from engine-specific characteristics and is shown in dashed lines, runs from the value pair (1/2) with the function K «1 / n 2 as the envelope of the overturning torques for various synchronous or nominal speeds, while the nominal characteristic curve K ne nn starts from the value pair (1/1) with the function K ne nn «1 / n.
  • control or characteristic element 21 supplies the setpoint value ⁇ so n of the flux linkage ⁇ as a function of the torque T and - via the proportionality between the speed n and the q component of the stator current is q - the speed n.
  • the demand for maximum torque T uniquely determines the target value ⁇ SO ⁇ of the flux linkage ⁇ as a function of the speed n for a given intermediate circuit voltage u 2 .
  • an additional degree of freedom is created which can be used to optimize the efficiency of the drive or motor 3.
  • the control member 21 is required to additionally the actual value T or the target value T n so the torque T.
  • control element 21 is implemented as a characteristic element, in this case a two-dimensional characteristic element or element is created with the speed n and the torque T as input variables.
  • the output variable of the control element 21 is also the target value ⁇ so n of the flux linkage verk in this case.
  • An operating point of the rotary field drive 3 can thus be approached in a targeted manner with the control member 21.
  • the efficiency is improved by means of an optimization calculation based on a model of the induction machine 3 that describes the copper and iron losses.
  • the maximum torque T and the load cycle are decisive for the design of the rotating field motor 3. Since the acceleration of the vehicle 1, which takes place with the maximum torque T, generally ends after a short time, the induction motor 3 can be designed for the maximum stator current is that can be set by the inverter 17. The maximum speed of vehicle 1 is driven in a range in which the tipping moment is below the nominal torque and is therefore decisive.
  • a flow control can also take place and the corresponding current component can be controlled in a subordinate current control circuit.
  • the situation in the torque-generating branch is similar. Because the electric torque T e ⁇ is proportional to the q-component of the stator current is d, a system deviation for the q- stator current component is determined to be d directly with the torque deviation.
  • torque control can also be carried out here first, while the q current component i Sd is controlled in a subordinate current control circuit.
  • the input variables of the control device 22 are in a field-oriented coordinate system.
  • the output variables u a ⁇ b , c of the control device 22 are present in fixed coordinates.
  • the corresponding coordinate transformation is therefore carried out within the control device 22.
  • the point at which this transformation takes place is irrelevant.
  • the two stator current components can be controlled in the field-oriented coordinate system.
  • the output variables of the current regulators namely the voltage setpoints usd and u Sq are transformed into the variables u a , b , c which are fixed to the stator.
  • the current setpoints isd and is q can also be transformed into the stator-fixed variables i a ⁇ b , c and the current control can take place in the stator-coordinate system.
  • the voltage setpoints u a , b , c are immediately available in fixed coordinates.
  • the coordinate system in which the current control takes place can thus be freely selected.
  • Out- The variable of the control device 22 is always the voltage setpoints u a , b , c or the stator voltage us in stator-fixed coordinates.
  • these voltage target values u a , Ü b , u c are passed on to the pulse inverter 10 as switching commands.
  • the pulse inverter 17 represents the actuator with which the desired voltage us is applied to the rotating field drive or motor 3.
  • a stator current i s is established in the windings of the motor 3, based on the actual values of the phase currents i a , b, c via the measuring module 12b is measured and fed to the motor model 20 of the induction machine 3.
  • control element 21 is designed as a voltage regulator, this voltage regulation allows a simple specification of the flux linkage ⁇ SO ⁇ in the field weakening range.
  • the controlled variable is the voltage requirement of the rotating field motor 3. Accordingly, the actual value Uj St supplied to the voltage regulator 21 results from the amount of the space vector of the stator voltage us, which is specified by the current control. Alternatively, the stator voltage amount can also be determined by direct measurement.
  • the setpoint value u SO ⁇ of the voltage control is derived from the intermediate circuit voltage u 2 and represents the maximum amount of the stator voltage Us that can be set with the pulse inverter 17. A small control reserve can also be maintained.
  • the mechanism of action of the voltage regulation in the control element 21 is as follows:
  • the voltage requirement of the rotary field drive 3 can be significantly influenced by the flux linkage ⁇ . If the voltage requirement of the drive 3 is now greater than the target value Usoii of the voltage control 21, the manipulated variable of the voltage control loop, ie the target value ⁇ SO ⁇ of the flux linkage, is reduced. As a result, the voltage requirement of the drive 3 also decreases after the settling processes have subsided. If, conversely, the voltage requirement is less than the target value u SO ⁇ of the voltage control, the target value ⁇ s0 n of the flux linkage is increased. In the stationary case, the drive 3 thus always works in the field weakening range with the maximum adjustable stator voltage Us and the flow linkage ⁇ is set automatically.
  • the drive control 2 can advantageously also be used in a golf cart or the like.

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Power Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Control Of Ac Motors In General (AREA)

Abstract

L"invention concerne un procédé de régulation d"entraînement sans capteur d"un véhicule électrique (1), en particulier d"un chariot de manutention entraîné par un moteur cyclique (3) commandé au moyen d"un onduleur (10) alimenté par une source de tension continue embarquée (11). Ledit procédé consiste à calculer des valeurs réelles de l"enchaînement de flux (Γréel) du moteur cyclique (3), ainsi qu"au moins une autre grandeur (Tréel, nréel) dépendant de celles-ci, à partir de la tension de stator relevée (us) et d"au moins n-1 flux de faisceaux mesurés (ia,b,c). Le courant de stator (is) de l"entraînement cyclique (3) déterminé par les flux de faisceaux (ia,b,c) est réglé sur la base desdites valeurs réelles (Γréel, Tréel, nréel).
EP01960329A 2000-07-17 2001-06-19 Procede de regulation d'entrainement sans capteur d'un vehicule electrique et regulation d'entrainement fonctionnant selon ce procede Withdrawn EP1301370A1 (fr)

Applications Claiming Priority (5)

Application Number Priority Date Filing Date Title
DE10035069 2000-07-17
DE10035069 2000-07-17
DE20021901U DE20021901U1 (de) 2000-07-17 2000-12-23 Antriebsregelung eines Flurförderfahrzeugs
DE20021901U 2000-12-23
PCT/EP2001/006894 WO2002006076A1 (fr) 2000-07-17 2001-06-19 Procede de regulation d"entrainement sans capteur d"un vehicule electrique et regulation d"entrainement fonctionnant selon ce procede

Publications (1)

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EP1301370A1 true EP1301370A1 (fr) 2003-04-16

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EP01960329A Withdrawn EP1301370A1 (fr) 2000-07-17 2001-06-19 Procede de regulation d'entrainement sans capteur d'un vehicule electrique et regulation d'entrainement fonctionnant selon ce procede

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Country Link
US (1) US20030127289A1 (fr)
EP (1) EP1301370A1 (fr)
JP (1) JP2004504792A (fr)
AU (1) AU2001281851A1 (fr)
WO (1) WO2002006076A1 (fr)

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WO2002006076A1 (fr) 2002-01-24
US20030127289A1 (en) 2003-07-10
AU2001281851A1 (en) 2002-01-30

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