JPS6043754B2 - Linear synchronous motor control device - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a control device for a linear synchronous motor, and particularly to a control device for a linear synchronous motor suitable for use in vehicle control of ultra-high-speed railways.

As shown in Fig. 1, superconducting magnets are mounted on the vehicle 1 as a field 1a, and an armature coil 2 is installed on the track side.The linear synchronous motor (hereinafter referred to as LS) is used to propel the vehicles of ultra-high-speed railways.
(abbreviated as M) is useful.

To drive this LSM, it is sufficient to pass a current such as a sinusoidal wave through the armature coil in synchronization with the field, and to adjust the thrust, the current value is controlled. FIG. 1 is a block diagram of a drive control system for such a linear synchronous motor.

A position detection device 3 detects the relative position of the field 1a mounted on the vehicle 1 and the armature coil 2 installed on the track side.
The position detection device is, for example, a device that optically detects a detection plate installed at each pole pitch of the armature coil, or a position detection device that uses crossed guiding wires arranged at each pole pitch of the armature coil. A well-known position detection device is used, such as a device or a device that detects an induced voltage induced in an armature coil by movement of a magnetic field. From the position signal 4 detected by the position detection device 3 (usually replaced with a pulse train), the speed calculator 17 calculates the actual speed of the vehicle (for example, by measuring pulse intervals), and compares it with the speed reference command Vr. In order to reduce the speed deviation 12, the speed control device 13 calculates the magnitude of the current to be applied to the armature coil. The magnitude of this current is normally limited by a current limiter 14 to a maximum value on the positive side and negative side, that is, the acceleration force and deceleration force of the LSM are limited so as not to impair the ride comfort of the vehicle. On the other hand, the current waveform pattern generator 19 generates a current waveform pattern 20 synchronized with the position signal 4, and is a so-called synchronous oscillator, and includes, for example, a phase comparator, a low-pass filter, a DC amplifier, and a V
It is simple and common to configure it with a PLL (phase locked loop) circuit consisting of a CO (voltage controlled oscillator). Current waveform pattern 20 (
A current pattern 5 to be passed through the armature coil 2 is created by multiplying the current peak value pattern 15 by the current peak value pattern 15 using a multiplier 16. This current pattern 5 is a power supply pattern (usually a sine wave) that is synchronized with the position signal 4 and has a magnitude corresponding to the thrust required for driving the vehicle. A current control device 7 controls a power conversion device 8, such as a thyristor type cycloconverter, to reduce the deviation when the armature coil current 10 detected by the current detector 9 and the current pattern 5 are compared by the comparator 6. A current following pattern 5 is applied to armature coil 2. Due to the electromagnetic action of this armature coil current and the field on the vehicle, the vehicle obtains thrust and runs. The outline of these controls is described in "Collection of Papers of the 16th Domestic Symposium on Cybernetics Utilization in Railways", pages 477 to 480. Drive control of a linear synchronous motor has conventionally been performed as described above using a system configuration as shown in FIG.

What should ultimately be controlled here is the speed of the vehicle, and in order to quickly reach the target speed or reduce the speed deviation from the target speed: - Operate the LSM with an appropriate thrust, that is, with an appropriate current value. There is a need to. In the conventional example shown in FIG. 1, the speed reference command and the speed calculation result are compared and the current value is adjusted to reduce this deviation, so there are some insufficiencies in the following points. First, there is a drawback that the speed of the vehicle is greatly influenced by the accuracy of the speed calculator. In other words, if the speed calculation accuracy is, for example, ±2%, the maximum speed is 500-1
When the vehicle is traveling at a speed of 1 h, an error of ±10 1 h will occur. In addition, in order to speed up the speed control response and reduce speed deviation, it is necessary to increase the gain of the speed control device 13, but in this case, if there are calculation variations in the speed calculator, the current value will fluctuate and the vehicle Thrust pulsations occur and the ride quality deteriorates. If the gain of the speed control device is lowered to reduce the influence of this variation, the responsiveness of the speed control will be poor and the speed deviation will increase. As described above, the conventional method of setting the current pattern based on the speed deviation is insufficient in terms of speed control followability and speed control accuracy of a vehicle driven by an LSM. SUMMARY OF THE INVENTION An object of the present invention is to provide a control device for a Niliacyclone motor with high speed control accuracy.

The present invention obtains a phase difference between a position signal with a frequency uniquely equal to the speed of a linear synchronous motor (speed M) and a frequency pattern corresponding to the speed pattern of the vehicle, and adjusts the armature coil of the LSM according to this phase difference. By adjusting the size of the current pattern applied to the LS
This is to control M.

A detailed explanation will be given below based on specific examples.

FIG. 2 shows an embodiment of the present invention? This is a block diagram of the M drive control system, and FIGS. 3 and 4 are operation waveform diagrams for explaining its operation.

Symbols in the figure that are the same as those in Figure 1 mean the same content. In FIG. 2, a frequency pattern generator 21 outputs a frequency pattern 22 corresponding to the speed pattern of the vehicle.

Note that the frequency f when the vehicle speed v<5LSM has the following relationship with the LSM pole pitch being 1, so it is sufficient to focus on the frequency. v=2f1p(1) The phase difference detector 23 detects the phase difference between the frequency pattern 22 and the position signal 4, and according to this phase difference 24, the phase difference compensator 25 detects that the position signal lags behind the frequency pattern. ing.

In this case, the current peak value 26 is increased to accelerate, and in the case of an advanced phase, the current peak value is decreased to decelerate, or the current peak value is adjusted to a negative peak value to perform regenerative braking. In other words, as seen in the operating waveforms in FIG. The phase difference detector 23 has an output 24
(In Figure 3, a phase difference of 24 A for one phase is shown for the purpose of explaining the principle, but in reality, the phase difference for three phases is calculated and averaged for use. Although the phase difference shown above shows a sudden change, the actual phase difference change is gradual, so the output 24 of the phase difference detector 23 can be assumed to be smooth as shown in the figure), and the phase difference compensator 25 is A current peak value 26 is output according to the phase difference 24, and this is limited to a maximum value by a current limiter 14 to become a current peak value pattern 15. In FIG. 3, when the phase difference 24 is large, the current peak value pattern 15 is at the transmitter value Lpp, and the LSM is accelerated with the maximum thrust in order to reduce this delay phase difference. When the phase difference becomes sufficiently small, the current peak value becomes Ip, and the vehicle is operated in equilibrium with a thrust corresponding to the running resistance at that speed. In FIG. 4, compared to the case in FIG. 3, the phase of the position signal 4 is ahead of the frequency pattern 22 (the actual speed is faster than the speed pattern).
This is the case.

At this time, the current peak value pattern becomes negative (therefore, LS
The phase of the armature coil current with respect to the induced voltage of M is the opposite phase to that in Fig. 3)? M is for brake operation. The current peak value pattern 15 when the leading phase difference is large has a negative maximum value -. At this point, the LSM performs brake operation, and when the phase difference becomes smaller, the vehicle is driven with a thrust equivalent to the running resistance at that speed. With the above, the phase difference compensator 25 has the phase difference 24
A current peak value 26 is outputted using the current peak value 26 as input, but the input/output transfer characteristics may be normal proportional, proportional integral, lead/lag compensation, etc.

Further, the limit value of the current limiter 14 is set so as not to impair the riding comfort of the vehicle, but the limit value on the brake side becomes smaller due to running resistance. As described above, in the present invention, the phase difference between the position signal of the frequency uniquely equal to the speed of the linear synchronous motor (LSM) and the frequency pattern corresponding to the speed pattern of the vehicle is determined, and the LSM is adjusted according to this phase difference. Since field M is controlled by adjusting the magnitude of the current pattern that flows through the armature coil,
High speed control accuracy and good followability to speed patterns (frequency patterns).

In other words, when the phase difference between the position signal and the frequency pattern becomes small, the vehicle speed and speed pattern that uniquely correspond to the frequency are the same, and the speed control accuracy is improved by determining the conventional speed deviation and thrust adjustment. Much better than the control device I was using. In other words, even if there is a minute frequency difference that causes an error in terms of speed calculation accuracy, the phase difference will eventually increase, so detecting this and adjusting the thrust is very effective in improving speed control accuracy. be. Furthermore, when the speed pattern changes, the phase difference between the frequency pattern and the position signal increases, so in the control device of the present invention, the magnitude of the current pattern, that is, the thrust of the LSM, is adjusted based on this phase difference. This has the advantage that it can follow the speed pattern (frequency pattern) faster than the control device shown in FIG. 1, which adjusts the thrust by determining the speed deviation. FIG. 5 is a block diagram of a control system illustrating a more practical embodiment of the invention.

In the figure, the same symbols as in FIG. 2 have the same contents, so the explanation will be omitted. In the embodiment shown in FIG. 5, in addition to creating the frequency pattern 22 with the frequency pattern generator 21 and giving it to the phase difference detector 23, the current peak value reference calculator 61
The adder 28 adds the current peak value standard 27 corresponding to the required thrust expected for the current running to the output 26 of the phase difference compensator 25, and this is sent to the current limiter 14 to obtain the subsequent current peak value. It differs from Fig. 2 in that it is a pattern. below,
The features will be explained with a focus on this point. When the speed standard ■1 is set, the frequency pattern generator 21 creates a speed pattern with respect to time so that the acceleration/deceleration and jerk of the speed pattern 59 are within the limit values, so as not to impair the ride comfort of the vehicle. It is intended to do so.

That is, the difference between the speed reference (2) obtained by the comparator 51 and the speed pattern 59 is converted by the acceleration/deceleration limiter 52 into an acceleration/deceleration command 53 within the limit value. Further, if necessary, the jerk is limited by a jerk limiter 55, and this is integrated by an integrator 56 to form an acceleration pattern 57.
get. The reason why the comparator 54 compares the acceleration/deceleration command 53 and the acceleration pattern 57 to form a feedback loop is to create the acceleration pattern 57 that follows the acceleration/deceleration command 53 with a jerk that is less than the limiter value. . When this acceleration pattern 57 is divided by an integrator 58, a velocity pattern 59 is obtained. This speed pattern is created so that its acceleration/deceleration and jerk are within the limit values. If the oscillator 60 is driven with this speed pattern 59, the frequency pattern 22 will be obtained. In the embodiment shown in FIG. 5, the magnitude of the LSM current is adjusted based on the phase difference between the position signal and the frequency pattern in which acceleration/deceleration and jerk are within the limit values as described above, so tracking of the frequency pattern is good. Additionally, the ride comfort of the vehicle is improved.

On the other hand, in FIG.
Calculate the required thrust (denoted as Fp) expected for the current running based on the speed (denoted as Vp), create a current peak value standard (determined as 12) according to this, and set this in advance for the future The value added to the output 26 of the phase difference compensator 25 is the magnitude of the current pattern.

In other words, the expected required thrust Fp is the mass of the vehicle M
Running resistance when running at 1 speed Vp is FD (Vp
), then the thrust force FLSM of the LSM is proportional to the current peak value, so from equations (2) and (3), the necessary current peak value expected for the current running is calculated. .

Therefore, this current peak value (or some percentage of this value) 2
7 is added to the current peak value 26 of the phase difference compensator 25 by the adder 28.
This is the current peak value pattern. In this way, the phase difference compensator only needs to compensate for the difference between the predicted current peak value corresponding to the thrust force and the current peak value corresponding to the actually required thrust force. Therefore, the dynamic range of the phase difference compensator may be small and has the advantage of being easier to control. That is, the current peak value predicted in advance is given by feed forward, and the difference from the actually required value is compensated for by a feedback loop including the phase difference detector 23. In the embodiment shown in FIG. 5, the frequency pattern 22
However, instead of the position detection signal 4, the output 20 of the current waveform pattern generator 19
By determining the phase difference between the frequency pattern 22 and the frequency pattern 22, there are the following advantages.

That is, as mentioned above, since the current waveform pattern generator 20 is usually configured with a PLL (phase-locked loop) circuit, noise may be introduced into the position detection signal, or disturbances such as partial signal loss may occur. Even in such a case, the current waveform pattern is hardly disturbed, and therefore the phase difference detector does not detect an abnormal phase difference, causing rapid thrust fluctuations and impairing the ride comfort of the vehicle. As described above, according to the present invention, the phase difference between the position signal of the frequency uniquely equal to the speed of the linear synchronous motor (LSM) and the frequency pattern corresponding to the speed pattern of the vehicle is determined, and the phase difference is determined according to this phase difference. ? Since the magnitude of the current pattern applied to the armature coil of M is adjusted, it is possible to control a linear synchronous motor with high speed control accuracy and good followability to the speed pattern (frequency pattern). be.

[Brief explanation of the drawing]

Fig. 1 is a block diagram of a drive control system for a general linear synchronous motor, Fig. 2 is a block diagram of a control system showing an embodiment of the present invention, and Figs. 3 and 4 are basic diagrams of a drive control system of a linear synchronous motor. Operation waveform diagram to explain the operation, No. 5
The figure is a block diagram of a control system showing another embodiment of the present invention. 1...Vehicle, 1a...Field, 2...
... Armature coil, 8 ... Power converter, 7
... Current control device, 5 ... Current pattern, 16 ... Multiplier, 15 ... Current wave peak value pattern, 20 ... Current waveform pattern, 3・・・・・・
... Position detection device, 19 ... Current waveform pattern generator, 21 ... Frequency (velocity) pattern generator, 23 ... Phase difference detector, 25 ...・・・
Phase difference compensator, 22...Frequency pattern, 61
...Current wave peak value reference calculator.

Claims (1)

[Scope of Claims] 1. A drive control device for a linear synchronous motor comprising a field and an armature coil, comprising position detection means for detecting the relative position of the field and the armature coil, and a reference frequency pattern of the linear synchronous motor. and the output of the position detection means; current waveform pattern generation means for generating a waveform pattern of a current to be applied to the armature coil in synchronization with the position detection signal; means for calculating an armature coil current related to the thrust necessary to drive a linear synchronous motor according to the pattern; and means for calculating the armature coil current by calculating the magnitude of the waveform pattern from the output of the phase difference detection means and the armature coil current. A control device for a linear synchronous motor, comprising means for adjusting an armature coil current pattern according to the output, and controlling the armature coil current based on the current pattern. 2. The control device for a linear synchronous motor according to claim 1, wherein the current pattern creating means is configured to limit positive and negative sides of the current pattern to preset maximum values. 3. The control device for a linear synchronous motor according to claim 1, wherein the phase difference detection means is configured to obtain a phase difference between the reference frequency pattern and the waveform pattern.