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Abstract
Michihiro Yamashita
Tomoki Watanabe
Tokyo 185-8540
JAPAN
Tokyo 185-8540
JAPAN
Docan@hi.orJp
Tomwoia@rhi.orjp
EMUS.
2) We detect currents of each traction motors. Normally, the
inverter output c m t (i.e. summation of motor currents) is
used for inverter control for multiple motor drive.
3) As for tbe wheel axle acceleration alternative by which slip
is detected, we use time differential of traction motor rotational
speed that is derived &om the inverter hquency and slip
bquency. If the motor flux is constant, the slip eequency is
proportional to the q-axle component of the motor current. So,
in vector control, we can obtain the slip frequency of each
traction motor &om relevant motor current.
4) As for the slip velocity alternative, by which slip is
detected, we propose to use the current difference of traction
motors. The difference due to imbalance of wheel diameters or
motor characteristics can be compensated in time of motor field
excitation or adhesion run,for example.
5) The adhesion force at the point of slip detection can be
deduced &om motor torque and motor rotational acceleration.
They can be obtained from the vector controller.
29 I
.~
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L2
-$Zdild)
(4)
A. Motor Drive
B. Motor Current
I""&-
AK = K-z - K - i
(5)
Currentdifference N = i i p _ i - i t q _ z
(6)
Speed difference
(3)
M2
R=ri+-r2,
LZZ
a=l-- M2
LILZ
where
i,:Stator current vector; v,:Stator voltage vector; A:Rotor
flux vector; w,:Primaryangular velocity; o,:Rotational angular
velocity; o,:Slip angular velocity; 0,:Induction motor torque;
r :Wheel radius (0.43111); G :Gear ratio(3.01); P Number ofpole
pairs (2); R,:Stator resistance; R,:Rotor resistance; L,:Primary
self inductance; &:Secondary self inductance; M Mutual
inductance; J: Moment of inertia ofa drive system; 51:The load
torque corresponds to the adhesion; -n : n means a number of
induction motor;
where
Awr is defined as the calculated slip frequency difference.
The axle speed difference AF't lonmbelow is calculated by the
torque component current of each motor as follows.
3.6r
AVt=-Aub
PG
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VI
qf
E. Adhesion Presumption
qt
The flux b2
hardly changes when the 2nd wheel starts
slipping. Theref&e, the differentiation of o,-~is approximated
by (W.
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VI
'T
30
'
OD
I .o
0.5
1.5
2.0
TimC (roe)
1,600
am
1.400
1W
6m
P
E l,wo
0600
b
Ii ilLLiI
coqarater
comarater
+
L
iiq 2
ft-
4W
q+-+
--
0.0
i a,,.
,
I,<,
I0
0.5
lW
..........
2.0
I5
Tm.l".)
v. SlMUL4TlON
In this chapter, we perform simulation to verify the
effectiveness of the proposed anti-slip readhesion control
method with a two-motor (IM-1 and IM-2) drive system fed by
one inverter. In case of the slip detection system with s p e d
sensor, a speed difference of 0.81r" (between the vehicle
speed and the speed of slipping wheel) and the wheel
acceleration of 5 W s are set as thresholds. Normally the
threshold value of O S k " is the limit of the conventional antislip readhesion control with speed sensor. In case of the
proposed control without speed sensor, slips are detected by the
torque current difference of 30A between the two motors. In the
simulation, adhesion i.e. load toque
was suddenly
decreased when the time was 0.lsec. The amount of adhesion
drop is 10% in Figs 6,7 and 8.
Figure 6 shows the simulation results of torque and current in
case of conventional anti-slip readhesion control with speed
sensor. It is difficult to detect small slips by the conventional
control method with speed sensor (Fig. 9). Therefore, the torque
reel
of adhesion axis (IM-I) increases, which will cause all-axle
slip.
Figure 7 shows the simulation results when a slip is detected
without speed sensor. By the proposed method of slip detection
based on the current difference, slip was detected very quickly.
This time we assume that adhesion drop of the wheel axle 2
0.0
1.0
0.5
1.5
2.0
rims (sec)
1,m
E 1.w
200
i '.I,
..,
I
.....
...
.......
IW
IC,
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I
1-1
i
:
12
17
22
i w
27
32
37
42
II.&~
i,aec,,.h*
(14)
12
17
22
Fig.11 T c ~ results
t
of a d
27
32
'
37
42
g t u t when slips m m .
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ACKNOWLEDGMENl
1.0
REFERENCES
-15
-3.0
J.5
i!
I
1.0 r
290
288
Vol2, pp 448452
POrVcr
convmion C o n f m n C o O ~ (Pcc-
OSAKA2002).pp.IO2b1032
VI. CONCLUSION
This paper proposed a novel anti-slip readhesion control
method without spe-ed sensor for electric railway vehicles with
multiple induction motor drive, as summarized below.
I) It is possible to detect slips by tinding the torque current
difference of each induction motor.
2) The proposed method makes it easier to detect small slips
than conventional method with speed sensors.
3) Simulation and running test results show the effectiveness
of the proposed anti-slip readhesion control without speed
sensor.
296
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