Тяговый электропривод

Abstract

41 Introduction Electric traction drive is the critical part of the equipment of all electric or hybrid haulers. It impos-es wide range of requirements to the power facilities, control system parameters and output performance of the full electromechanical complex. As hauler drives often work in extreme mode, it is necessary to form energy efficiency criteria of the drive in another way [1, 2]. The existing solutions of the electric drives on the base of asynchronous motor or synchronous reluc-tance machine (SynRM) do not meet such require-ments. Asynchronous motors have the optimized con-struction, winding performance, insulation materials and power supply. Nevertheless, the overload indexes are not high. Increasing the current loading and so-phisticating the SynRM construction can provide the rated torque equal to 1.1 of the asynchronous drive rated torque. Ample scientific works [3–6] are connected with optimization of the electromechanical converter. However, the proposed solutions are oriented to the bridge m-phase inverters supply with the limited num-ber of phases. The new approach to the electric drive designing provides for improving overload and weight-size ratings. The “valve-inverter – motor” complex opti-mization would be made with due account for special electric traction drive requirements as high overload usage possibility (e.g. for overtaking or for starting with heavy cargo); as minimal dimensions (e.g. for urban electric transport with low floor for convenient passenger drop-off and pick-up), by the example of the field regulated reluctance machine (FRRM). Concept and operating principles of the FRRM FRRM is the synchronous reluctance machine where the stator winding can behave as field winding if the coil is over the interpolar space and it is a full pitch winding. Such drive works as the inversed DC ma-chine. Stator windings can be fed by the independent sources or by the traditional multiphase controlled power converters, e.g. based on the full bridge circuit. As the rotor may be done massive, high mechani-cal stiffness of the shaft can be achieved. Motor can be made in the same stator housing as the induction mo-tor, and applying the same stator line current load FRRM develops torque greater by 20…35 %. By vir-tue of intentional true neutral plane displacement to the pole edge, the motor can produce overload torque up to 4…10 rated values [7–9].