• 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:
    A system for controlling DC motors of the type employing permanent magnets as field poles. The firing phase angle of a thyristor is controlled in response to an error signal representative of an error between a commanded motor speed and an actual motor speed. For preventing demagnetization of the permanent magnets due to the armature reaction, the clamp level of the error signal is changed in accordance with the actual motor speed.
    公开号:SU772507A3
    申请号:SU782663638
    申请日:1978-09-08
    公开日:1980-10-15
    发明作者:Кавада Сигеки；Фудзиока Есики；Хирота Мицухико；Ота Наото
    申请人:Фудзицу Фанук Лимитед(Фирма)；
    IPC主号:
    专利说明:

    an eye Converter 9 through the generator of 10 pulses is connected to the pack. inverter electrodes convert 11. Generator input 10 pulses jepe3 converter 12 characters connected to block 8. Limiter 13 connected to sensor 2 of the current box. The device also contains an acceleration control unit 14 and a braking control unit 15.
    FIG. Figure 2 shows the dependence of the error between a given motor speed and its actual speed on the error voltage that is applied to the thyristor phase angle control circuit.;.
    FIG. 2, the abscissa represents the error e between the signal of the desired speed and the feedback voltage, and the ordinate represents the output voltage J applied to the phase angle ignition control circuit. A voltage V is provided for a phase angle ignition control circuit for switching on the thyristors at a phase angle proportional to the output voltage V, which will be described below.
    The error e and the output voltage V are in proportional relationship with each other, but when the error e does not exceed a value, the output voltage V cannot increase further and is limited to this value. The main idea of the invention is to change the upper limit of the voltage limit V., The error voltage e, that is, the phase angle of the thyristors, in: depending on the actual speed of the DC motor. FIG. Figure 3 shows the relationship between the engine speed (number of revolutions) and the constraint pressure, and the abscissa represents the engine speed and the ordinate represents the voltage of the rotation point. The limiting voltage, V, corresponds to the maximum phase angle max max of the phase angle of ignition
    Previously, the limiting voltage indicated by the dotted line g in FIG. 3, in which the control level V was maintained throughout the entire range of engine speeds N.
    On the other hand, in the system / invention, during acceleration and in the steady state, the limiting voltage is set to be subject to a linear change from the level VT. to level M in response to a change in engine speed N from O to its maximum value Nmax. indicated by a continuous line and in FIG. 3. When braking, setting the voltage limit; happens as / as shown by a broken line, for example from level O to level V-,, and then to level V in response to a change in engine speed N from the maximum value to O, as shown by line d in FIG. 3
    The descriptions of FIG. 4-9 will be given with respect to the setting of the limiting voltage values indicated by the continuous lines g and g in FIG. 3
    In the DC motor core, a magnetomotive force EN is induced, proportional to the motor speed N (Fig. 4).
    As shown in FIG. 5, during acceleration, the stress limit is set to equal 4v at low speeds, for example, at engine speed N1, and equal to 7V at maximum engine speed, i.e. at speed N2. : The phase angle of ignition of the thyristors is adjusted to the error voltage V in such a manner, as shown in FIG. 6. The thyristor is turned on at the moment when the error voltage V coincides with the sawtooth voltage VK, linearly varying from its maximum value to zero in the range from + 150 ° to -30 ° AC voltage VA of the energy source. Therefore, control of the thyristor phase ignition angle is possible in the range from + 150 to -30 °, but in the case of operation at low speed, due to the small magnitude of the magnetomotive force core, the maximum value of the phase ignition angle is limited © M1 At this moment only the current indicated by hatching is applied to the measles in the interval of the diode 19 02. In depicted in FIG. In the case of a variable width, the error voltage V is selected in the range from O to) (H., f and is set so that the phase angle of ignition can reach a maximum value of 0fj when the error voltage V is equal to) c. As the magnetomotive power of the core increases with increasing engine speed, the limiting voltage also increases accordingly.
    From FIG. 7 that when the engine rotates at high speed, the magnetomotive force of the core increases to Ец so that the control range of the phase ignition angle should be extended further in the K-+150 direction compared to the control range in case of operation at low speed. In this case, FIG. 7, the magnitude of the error voltage V is limited y. so that the maximum 0 value of the phase angle of ignition ®Ni is not exceeded. As a result, the phase angle of ignition can be adjusted in the range 03, and the current indicated by hatching 5 in the D4 area can be supplied to the engine.
    As mentioned above, in the case where the engine is running at low speed, the upper limit of the phase ignition angle may be small, and as the engine speed increases, a larger phase angle of the ignition control is required. If the error voltage is abnormally increased due to the poor performance of the current limiter or for a similar reason when working at a mixed speed, the ignition of the thyristors takes place at a large phase angle, a large current is applied to the motor, which leads to demagnetization of the permanent magnets. But if the upper limit of the phase ignition angle is fixed in the angular position, most suitable for low speed operation, the range of control of the phase ignition angle at high speeds is very narrow and current control is impossible.
    In the invented system, when controlling acceleration, the limiting voltage or maximum phase angle is set small in the range of low speeds and large in the range of high speeds.
    . Turning to FIG. 8 and 9, with the help of which the braking control will be described.
    As shown in FIG. 8, in the case of braking control, the limit level is set to gradually increase from zero, as the engine speed changes from a high speed region to a low speed region. In the embodiment shown in FIG. 8 example, when the engine speed is equal to N ,, the limiting voltage does not exceed
    In the case of engine braking, running at high speed, the polarity of the error voltage V is injected, and phase control is carried out on a negative half-wave of the alternating-current power source. At this moment, the polarity of the magnetomotive force of the ENT core changes to the opposite of the alternating current voltage VA so that a sufficient current flow is possible even if the range of the phase angle of ignition is relatively narrower. In accordance with the examples shown in FIGS. 8 and 9, when the engine speed is Nj ,, the limiting voltage is set for VmoxNb, the upper limit of the phase angle adjustment is set for QNJ,. In other words, control of the phase ignition angle is possible in the range of 1) 5. This is done in order to brake the engine, which worked great. speed, the ignition phase angle does not increase abnormally, which would cause excessive current to flow through the core
    The device shown in Fig., Known in its main part. The phase angle of ignition of the thyristors is regulated in such a way that the control voltage Vc and feedback voltage 5 lio speed a are matched with each other, and the motor is controlled to obtain the required speed. Thanks to the current feedback loop,
    The input current sensor cor and the current limiter, in control, the current cor does not exceed a predetermined value.
    However, in the present invention for the above reasons, the range
    variations in the error voltages are controlled by an acceleration control unit and a braking control unit that respond to the engine speed sensor signal.
    0 The engine acceleration or acceleration control unit 14 sets the level of voltage error V limiting in accordance with the engine speed, as indicated by the interlocking line gi in FIG. 3, and the braking control circuit 15 sets the level of limitation of the error voltage V in accordance with the engine speed, as indicated by the solid
    0 by line 9 in FIG. 3
    FIG. 10 depicts an example of an acceleration control circuit 14, which contains operational amplifiers 16 and 17, diodes 18-20 and resistors 21
    and 22.
    five
    The first half of this circuit is the allocation circuit of the module, and when the input voltage is applied to the input of this circuit, i.e., the voltage is Ca / proportional to the engine speed, the circuit produces a Vf proportional to the engine speed module. The other half of the circuit forms a level shift circuit that shifts the output voltage at zero 5 speed by an amount determined by the fixed voltage Vt and the resistors 21 and 22, i.e. (VB)
    Vll
    to h
    Output voltage is ii
    0
    The output of the acceleration control unit 14 is connected to the input of the converter 9 (Fig. 1), but since the diode 20 is connected in the opposite direction with respect to the output terminal, the output voltage of the selection module of the module and the limit 8 (Fig. 1), i.e. error V, is limited by the output voltage, the acceleration control voltage 14.
    FIG. 11 depicts an example of a braking control circuit 15. Positions 23-25 indicate operating
    5 amplifiers; positions 26 to 29 are the eigendevices of zener; positions 30 through 32 define resistors, and diodes are indicated with positions 33 and 34.
    A VQ engine speed sensor voltage is applied to the input of the unit. and the output of the unit is connected to the input of unit 8 (Fig. 1). The output voltage of the operational amplifier 23 varies with a slope T, / K proportional to the input voltage Ud, when this voltage is less than a certain value, and increases linearly, but more slowly with a slope, when the output voltage exceeds this value. The voltages from the outputs of the operational amplifiers 24V and 35 vary as shown in Fig. 1. When V takes negative values and the DC motor is rotated in the right direction, i.e. in the negative voltage range VQ, the voltage value Vjj age from zero in the negative direction, since the absolute value of the voltage VQ shifts from zero towards its maximum value, and the voltage Vj becomes a negative voltage that is consistent with the Zener voltage Vj, g, when the voltage Ud reaches zero.
    The output voltage Vg varies in a positive direction. When the DC motor is driven in the reverse direction, i.e. in the positive voltage region J, the voltage changes and reaches zero when the voltage X is maximum, then gradually increases, it reaches the voltage V when the voltage VQ is zero.
    The outputs of the amplifiers 24 and 25 are connected to the output through a diode 33 connected in the forward direction, and a diode 34 connected in the opposite direction. Therefore, the error voltage at the output of block 7 (Fig. 1) becomes negative when the control voltage decreases to decelerate the engine, which rotates at high speeds in the forward direction, but this voltage is limited by the voltage of the limitation V and therefore cannot jump to large negative voltage level. Therefore, it is possible to prevent a sudden increase.
    phase ignition angle, which can lead to current overload.
    When the absolute value of the control voltage decreases to decelerate the engine, rotating at high speed in the opposite direction, the error voltage at the output of unit 7 becomes positive, but is limited by the voltage Vg at the output of amplifier 25, therefore
    it is not possible to stepwise increase the phase angle of the ignition to obtain a high current. The reason for the limiting level being made non-linear during braking is the need to make the phase angle small when braking a high-speed motor, but the same results can be obtained if the limiting level is linear.
    As mentioned earlier, in the present invention, the upper limit of the error voltage or the phase angle of ignition is limited in accordance with the actual speed.
    motor, therefore, it is possible to prevent an excessive increase in the core current, which may lead to demagnetization of the permanent magnets. Also, when the current limiter does not work or is too inertial, a current overload can be avoided.
    权利要求:
    Claims (1)
    [1]
    1. Lebedev, E. D. and others. Control valve electric drives
    direct current. M., Energie, 1970, p. 38
    jyf
    3 (
    fNZ
    li
    Champmg
    I
    N1n1
    ffas.S
    Vmoxf t
    /
    tNI
    h
    H-W
    yff
    Fi
    PV / G7
    -fof / 3 FU (.In
    1S0
    t
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    -IS
    sh. ten
    CHA
    four
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    同族专利:
    公开号 | 公开日
    DE2838672C2|1983-01-13|
    FR2402967B1|1982-03-19|
    GB2006477B|1982-05-19|
    DE2838672A1|1979-03-15|
    FR2402967A1|1979-04-06|
    US4268782A|1981-05-19|
    GB2006477A|1979-05-02|
    JPS5441413A|1979-04-02|
    JPS6022597B2|1985-06-03|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    DD45993A|
    GB1076624A|1963-11-15|1967-07-19|Materiel Electrique S W Le|Acceleration-control systems for direct-current motors|
    US3566251A|1968-05-06|1971-02-23|Westinghouse Electric Corp|Series field for permanent magnet machine|
    US3508132A|1968-06-19|1970-04-21|Westinghouse Electric Corp|Power peak limiting control for direct current drives|
    US3603856A|1969-06-06|1971-09-07|Allis Louis Co|Acceleration-deceleration current limit|
    US3649897A|1970-10-22|1972-03-14|Square D Co|Motor armature current limit system|
    IT945827B|1971-12-23|1973-05-10|Ib Mei Spa|SPEED CONTROL DEVICE FOR A CURRENT ACCOUNT MOTOR WITH INDEPENDENT EXCITATION PARTICULARLY FOR WASHING MACHINES AND SIMILAR|
    IT971564B|1972-12-05|1974-05-10|S O L E Spa Soc Opitergina Lav|SPEED REGULATOR FOR MOTORS IN PARTICULAR FOR UNIDIRECTIONAL CUR RENT MOTORS USED IN WASHING MACHINES|
    US3868554A|1973-12-26|1975-02-25|Gen Electric|Current limit system for DC motor control|
    JPS5239207B2|1974-09-30|1977-10-04|
    US3955130A|1974-12-20|1976-05-04|General Electric Company|Motor control circuit including motor current limiting means|JPS6031191B2|1978-04-26|1985-07-20|Fanuc Ltd|
    DE3204943C2|1981-02-12|1994-08-04|Ricoh Kk|Control device for a motor running in both directions|
    US4567391A|1982-08-20|1986-01-28|Octa, Inc.|Permanent magnet disc rotor machine|
    US4443906A|1982-08-20|1984-04-24|Tucker Hartwell F|Machine for floor maintenance|
    US4590635A|1982-08-20|1986-05-27|Octa, Inc.|Machine for floor maintenance|
    JPS59148588A|1983-02-10|1984-08-25|Fuji Photo Film Co Ltd|Controlling method for speed of motor|
    FR2543378A1|1983-03-25|1984-09-28|Radiotechnique Compelec|DEVICE FOR SUPPLYING A DIRECT CURRENT MOTOR USING A RECTIFIED AC POWER, WITH OVERCURRENT PROTECTION|
    CA1199675A|1983-03-31|1986-01-21|Canadian General Electric Company Limited|Speed controller for mill drives and the like|
    JPH0113315B2|1983-06-03|1989-03-06|Mitsubishi Electric Corp|
    JPS602088A|1983-06-15|1985-01-08|Ricoh Co Ltd|Servo motor drive system|
    FR2559321B1|1984-02-06|1986-11-21|Applic Mach Motrices|LOW-VOLTAGE ELECTRIC DRIVE DEVICE FOR A HIGH-INERTIA ROTATING MASS AND MOTOR BEING PART OF THIS DEVICE|
    JPH0330161B2|1984-05-30|1991-04-26|
    US5268623A|1985-03-05|1993-12-07|Papst Licensing Gmbh|D.c. motor with a current-limiting arrangement|
    US5117170A|1985-12-23|1992-05-26|Life Fitness|Motor control circuit for a simulated weight stack|
    US5153492A|1989-07-31|1992-10-06|Msi Corporation|Servo amplifier|
    US5149176A|1989-08-07|1992-09-22|Tekonsha Engineering Company|Controller for electric braking systems|
    US4963810A|1989-10-27|1990-10-16|Archive Corporation|Variable load motor drive control|
    GB2239112B|1989-11-13|1993-12-08|Mitsubishi Electric Corp|Brushless motor and an axial flow fan with the brushless motor|
    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    JP52108666A|JPS6022597B2|1977-09-08|1977-09-08|
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