Patent GB-1298615-A (GB)
Title: Synchronous electric motor drive system
Inventor: RINGLAND WILLIAM LYLE
IPC: B60L50/13
Filed: 1970-05-06
Abstract: 1298615 Automatic speed control ALLIS-CHALMERS MFG CO 6 May 1970 [13 May 1969] 21847/70 Heading G3R [Also in Division H2] A drive system provides constant output power over a speed range for a selected power output level, and, as shown, comprises a prime mover 20 on a vehicle driving high frequency polyphase alternators 30, 32 supplying synchronous traction motors 50. Each motor has a three-phase armature winding 54X, Y, Z, a solid ferromagnetic rotor 52, having chord-like portions at both ends, and a field winding 56, the armature winding being supplied from a frequency changer 58 comprising silicon controlled rectifiers associated with firing circuit 60. In order to lock the rotor and stator poles of each motor, the stator voltage is synchronized with the speed and is phaseadvanced by the angle between the flux produced by the field current acting alone and the flux corresponding to the terminal voltage. The magnitude of the stator voltage is varied as a function of the speed. For these purposes, a vector adder 64 has sine and cosine windings 68, 70 associated with a contoured rotor 74 and three-phase output windings 66 X, Y, Z for controlling the converter 58. The desired variations of terminal voltage and displacement angle with speed are expressed graphically by polar co-ordinates while the sine and cosine signals are regulated in accordance with rectangular co-ordinates. An angle sensor control 76 receives a reference power signal from circuit 78 which depends on the position of pedal 44, and independently controls the signals applied to windings 68, 70. The control 76 also receives a signal from tachometer 80 so that the voltages induced in windings 66X, Y, Z, vary linearly from zero speed up to a full value corresponding to the position of pedal 44. The three-phase high-frequency voltages from windings 66X, Y, Z, are demodulated in a discriminator 82 to remove the carrier signal, and are applied to a clipping circuit 84 associated with the firing circuit 60. The latter combines reference signals from filter 86 with signals from the circuit 84 to derive three sequence signals. The firing circuit 60 comprises level detectors for sensing the zero crossing points of the sequence signals and generate the gating signals for the controlled rectifiers of the converter 58. In order to compensate for motor voltage drop under load, control 76 increases the magnitude of the output signal from angle sensor 64 and also varies the phase angle of the output signal. The position of power pedal 44, brake pedal 46, and travel direction selector 42 determine the magnitude of a D.C. reference power signal from unit 48 which is modified in circuit 78 by signals from relay logic circuit 88, and current transformers 90 to compensate for various factors such as over-speeding and over-current. The field controller 92 responds to the power signal from circuit 78. When the power pedal 44 calls for less power, the field excitation is adjusted as well as the armature voltage. The vector adder has a stator with two sets of teeth associated respectively with the windings 68, 70. The rotor cyclically varies the permeance of the magnetic flux paths as it rotates. The frequency converter 58 comprises a centre-tapped reactor for each motor phase with the anodes and cathodes of each set of controlled rectifiers connected to respective ends of the reactor. The zero-crossing detectors are coupled to two flipflops each controlling an oscillator producing firing pulses for the controlled rectifiers. Braking of the vehicle may be initiated by the brake pedal, direction selector, or when the speed becomes excessive. The motor field current is reduced to zero and then built up to a maximum, while reversal of windings 68, 70, results in regenerative braking. The input signal to the converter 58 is reduced to limit the braking power. The generator voltage is regulated as a function of the difference between signals derived respectively from the power and braking pedals, a subtractive amplifier comparing such signals and delivering a difference signal whose polarity depends upon which is the greater input signal. An absolute value amplifier responds to the difference signal for regulating the generator voltage. The brake signal exceeds the power signal when the brake pedal is at a predetermined partially operated position and the power pedal is fully operated. The power and braking signals are obtained from potentiometers coupled to amplifiers, and brake-sensing means respond to one polarity of the difference signal to shift by 180 degrees the phase of the voltage supplied by the converter 58 to the stator winding to effect regenerative braking of the motor. For this purpose, the energizing windings of the vector adder are reversed. When a tachometer signal exceeds a manually-set speed limit signal, an error signal is added to the brake signal at the input to the subtractive amplifier. Reference has been directed by the Comptroller to Specification 1198980.