Examining energy-efficient recuperative braking modes of traction asynchronous frequency-controlled electric drives

Abstract

Наведено результати досліджень питання енергооптимізації режимів рекуперативного гальмування асинхронних частотно-регульо-ваних електроприводів транспортних засобів. Доведено, що можливість реалізації режиму рекуперативного гальмування залежить від величини кутової швидкості. Визначено меха-нізм впливу параметрів схеми заміщення двигу-на на ефективність реалізації таких режимів. Запропоновано методику вибору гальмівних моментів з точки зору максимізації обсягу повернутої електроенергії Ключові слова: асинхронний двигун, рекупе-ративне гальмування, електромагнітний мо-мент, потокозчеплення, енергоефективність, векторне керування, струм статора, кутова швидкість, гальмівний момент

Analysis of optimal operating modes of the induction traction drives for establishing a control algorithm over a semiconductor transducer

“…That is why most researchers try to optimize separate operational modes of the traction drive. Thus, article [20] considers a nominal mode of operation of the traction drive, paper [21] -a mode of braking. From the point of view of the authors of these works, ensuring maximum performance efficiency under nominal operating mode [20] is the most appropriate because the drive spends the largest share of the total operating time under this regime.…”

Development of a system to control the motion of electric transport under conditions of iron-ore mines

“…With the aim of elimination of the abovementioned negative moments in the design of mine electric locomotives, activities in creation of their modern types and development of effective electromechanical traction systems for them experience revival in Ukraine [8]. Efficiency of the electric traction drive along with other indicators should be understood as the ability to automatically control it with its integration into the technological structure of production automation.…”

“…The need for a mathematical model of the dynamic processes in the "locomotive -wagons" complex as a control object is obvious since the required control can only be realized with the help of the model. With no model available, the management process can only be implemented by a trial and error method which requires too much time and often leads to erroneous actions [8].…”

“…At the same time, it is assumed that when the force is transferred from the traction motors and reducers to the wheel pairs of the locomotive, no additional dynamic loads appear. Then the mathematical model of the "locomotive -wagons" complex can be represented as a system of second-order differential equations [8].…”

“…In this case, a need appears to correct the model by introducing additional parameters into the synthesized structure which will allow one to reduce the functional (8) value. The synthesized model with the quality of identification determined by the value of functional (8) required for the control problem solution is the initial model for synthesis of the control algorithm.…”