WO2007066004A1 - Procede de pilotage d'un ralentisseur electromagnetique et systeme comprenant un ralentisseur et un boitier de pilotage - Google Patents
Procede de pilotage d'un ralentisseur electromagnetique et systeme comprenant un ralentisseur et un boitier de pilotage Download PDFInfo
- Publication number
- WO2007066004A1 WO2007066004A1 PCT/FR2006/002663 FR2006002663W WO2007066004A1 WO 2007066004 A1 WO2007066004 A1 WO 2007066004A1 FR 2006002663 W FR2006002663 W FR 2006002663W WO 2007066004 A1 WO2007066004 A1 WO 2007066004A1
- Authority
- WO
- WIPO (PCT)
- Prior art keywords
- retarder
- intensity
- speed
- generator
- coils
- Prior art date
Links
Classifications
-
- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
- H02P9/00—Arrangements for controlling electric generators for the purpose of obtaining a desired output
- H02P9/10—Control effected upon generator excitation circuit to reduce harmful effects of overloads or transients, e.g. sudden application of load, sudden removal of load, sudden change of load
Definitions
- the invention relates to a method for controlling an electromagnetic retarder comprising a current generator.
- the invention also relates to a system including such an electromagnetic retarder and its control unit.
- the invention applies to a retarder capable of generating a resistant retarding torque on a main or secondary drive shaft of a vehicle which it equips, when this retarder is actuated.
- Such an electromagnetic retarder comprises a rotary shaft which is coupled to the main or secondary transmission shaft of the vehicle in order to exert on it the resisting retarding torque in order in particular to assist braking of the vehicle.
- the slowdown is generated with induction coils supplied with direct current to produce a magnetic field in a metal part made of ferromagnetic material, in order to reveal currents of
- the field coils can be fixed to cooperate with at least one metal part made of mobile ferromagnetic material having a general appearance of a disc rigidly secured to the rotary shaft.
- these field coils are generally oriented parallel to the axis of rotation and arranged around this axis, opposite the disc, being secured to a fixed flange. Two successive field coils are electrically powered to generate magnetic fields in opposite directions.
- the field coils are electrically powered by a current from the vehicle's electrical network, that is to say for example from a vehicle battery.
- a current generator is integrated into the raitisseur.
- the field coils are then secured to the rotary shaft while being radially projecting, so that they rotate with the rotary shaft to generate a magnetic field in a fixed cylindrical jacket which surrounds them.
- a rectifier such as a diode bridge rectifier is interposed between the rotor secondary windings of the generator and the induction coils, to convert the alternating current delivered by the secondary windings of the generator into direct current supplying the induction coils.
- Two consecutive inductive coils around the axis of rotation generate magnetic fields in opposite directions, one generating a one field oriented centrifugally, the other a field oriented centripetally.
- the power supply to the primary coils allows the generator to produce the supply current to the inductor coils, which gives rise to eddy currents in the fixed cylindrical jacket, to generate a resistant torque on the rotating shaft. , which slows down the vehicle.
- the speed of rotation of the retarder shaft is then overdriven with respect to the speed of rotation of the transmission shaft to which it is coupled. This arrangement makes it possible to significantly increase the electrical power delivered by the generator, and therefore the power of the retarder.
- the object of the invention is a method for determining the intensity of the excitation current of the primary coils of an electromagnetic retarder making it possible to improve its performance and reliability.
- the subject of the invention is a method for controlling a retarder from a control unit, for determining an intensity of excitation current to be injected into primary coils of a generator of the retarder, this retarder comprising a rotary shaft carrying secondary windings of the generator and inductor coils supplied by these secondary windings, characterized in that it consists in taking into account the speed of rotation of the rotary shaft to choose an intensity of excitation current as much lower than the speed of rotation of the shaft is high.
- the intensity can thus be determined in the control unit, from a chart corresponding to a curve of maximum admissible intensity which depends on the speed of rotation of the rotary shaft, this curve being decreasing.
- the intensity of the excitation current injected into the primary coils is thus reduced to avoid damage to the inductor coils and / or the secondary windings of the generator.
- a current having ( a higher intensity can be injected into the primary coils to increase the resistive torque exerted by the retarder without risk of damage to the inductor coils.
- the invention also relates to a method as defined above, consisting in choosing an intensity for which the generator delivers, at the speed of rotation considered, an electric power lower than a maximum electric power admissible by the inductor coils.
- the invention also relates to a method as defined above, consisting in choosing an intensity lower than a maximum admissible intensity depending on the speed of rotation of the shaft and corresponding to the maximum electric power admissible by the field coils.
- the invention also relates to a method as defined above, in which the maximum admissible electrical power by the induction coils or the maximum admissible intensity depends on at least one significant temperature value of the thermal state of the retarder.
- the invention also relates to a method as defined above, consisting in taking into account a retarder control signal, to choose an intensity proportional to the maximum admissible intensity according to a proportion factor corresponding to the retarder control signal.
- the invention also relates to a system including an electromagnetic retarder comprising a rotary shaft carrying secondary windings of a current generator and field coils supplied by the secondary windings of the generator, a stator equipped with primary coils of this generator, a sensor speed of rotation of the rotary shaft and a control unit connected to the speed sensor and / or the temperature probe to take into account the speed of rotation of the rotary shaft to choose an excitation current intensity d 'The lower the higher the speed of rotation of the shaft.
- an electromagnetic retarder comprising a rotary shaft carrying secondary windings of a current generator and field coils supplied by the secondary windings of the generator, a stator equipped with primary coils of this generator, a sensor speed of rotation of the rotary shaft and a control unit connected to the speed sensor and / or the temperature probe to take into account the speed of rotation of the rotary shaft to choose an excitation current intensity d 'The lower the higher the speed of rotation of the shaft.
- the invention also relates to a system as defined above, comprising at least one temperature probe delivering a signal representative of the thermal state of the retarder.
- the invention also relates to a system as defined above, in which the control unit is connected to the temperature probe.
- Figure 1 is an overall view with a local cutaway of an electromagnetic retarder to which the invention applies;
- Figure 2 is a schematic representation of the electrical components of the retarder according to the invention
- Figure 3 is a curve representative of the maximum allowable intensity as a function of the speed of rotation of one rotary shaft.
- the electromagnetic retarder 1 comprises a main casing 2 of generally cylindrical shape having a first end closed by a cover 3, and a second end closed by a coupling part 4 by which this retarder 1 is fixed to a casing gearbox either directly or indirectly, here via a speed multiplier marked with 6.
- This casing 2 which is fixed, contains a rotary shaft 7 which is coupled to a transmission shaft not visible in the figure, such as a main transmission shaft to the wheels of the vehicle, or secondary such as a secondary output shaft of a gearbox via the speed multiplier 6.
- a current generator which comprises fixed or stator primary coils 8 which surround secondary rotor windings, integral with the rotary shaft 7.
- These secondary windings are symbolically represented in FIG. 2, being identified by the reference 5.
- These secondary windings 5 here comprise three separate windings 5A, 5B and 5C for delivering a three-phase alternating current having a frequency conditioned by the speed of rotation of the shaft. rotary 7.
- An internal jacket 9 of generally cylindrical shape is mounted in the main casing 2 while being slightly spaced radially from the external wall of this main casing 2 to define an intermediate space 10, substantially cylindrical, in which a coolant liquid circulates from this jacket 9 .
- This main casing which also has a generally cylindrical shape, is provided. an inlet pipe 11 for cooling liquid into the space 10 and an outlet pipe 12 for the coolant out of this space 10.
- This jacket 9 surrounds several inductor coils 13 which are carried by a rotor 14 rigidly secured to the rotary shaft 7.
- Each inductor coil 13 is oriented to generate a radial magnetic field, while having a generally oblong shape extending parallel to the tree 7.
- the jacket 9 and the body of the rotor 14 are made of ferromagnetic material.
- the casing is a moldable piece based on aluminum and seals intervene between the casing and the jacket 9, the cover 3 and the part 4 are perforated.
- the inductor coils 13 are electrically supplied by the secondary rotor windings 5 of the generator via a rectifier bridge carried by the rotary shaft 7.
- This rectifier bridge can be the one marked with 15 in FIG. 2, and which comprises six diodes 15A -15F, to rectify the three-phase alternating current from the secondary windings 5A-5C in direct current.
- This rectifier bridge can also be of another type, for example being formed from MOSFET type transistors.
- the rotor 14 carrying the induction coils 13 has the general shape of a hollow cylinder connected to the rotary shaft 7 by radial arms 16.
- This rotor 14 thus defines an annular internal space situated around the shaft 7, this internal space being ventilated by an axial fan 17 located substantially in line with the junction of the cover 3 with the casing 2.
- a radial fan 18 or a deflector is situated at the opposite end of the casing 2 to evacuate the air introduced by the fan 17.
- the stress on the retarder consists in supplying the primary coils 8 with an excitation current coming from the electric network of the vehicle and in particular from the battery, so that the generator delivers a current at its secondary windings 5. This current delivered by the generator then supplies the field coils 13 so as to produce a resistant torque ensuring the slowing down of the vehicle.
- the excitation current is injected into the primary coils 8 by means of a control unit described below.
- the electric power delivered by the secondary windings 5 of the generator is greater than the electric power supply of the primary coils 8, since it is the result of the magnetic field of the primary coils 8 and the work provided by the rotary shaft.
- the shaft 7 of the retarder is connected to the transmission shaft of the vehicle wheels via the multiplier 6 acting on a secondary shaft of the gearbox.
- This retarder belongs to a system comprising a control unit 19 shown in FIG. 2, which is interposed for example between a source of electrical power for the vehicle, and the primary coils 8.
- the control 19 and the primary coils 8 are mounted in series between a mass M of the vehicle and a supply Batt of the vehicle battery.
- a diode D is mounted at the terminals of the primary coils 8 so as to avoid the circulation of a reverse current in the primary coils.
- This control unit 19 comprises an input capable of receiving a signal for controlling the retarder, this signal being representative of a level of deceleration torque requested from the retarder.
- This input can be connected to a lever or the like intended to be actuated directly by a driver of the vehicle to request the retarder.
- This lever is for example gradually movable between two extreme positions, namely a maximum position corresponding to a request for maximum resistive torque, and a minimum position in which the retarder is not stressed.
- the retarder is controlled by the housing 19 to exert on the rotary shaft 7 a resistive torque proportional to the position of the lever, relative to the maximum available retarding torque.
- the input of the control unit receives a control signal which corresponds to a value between zero and one hundred percent.
- This input can also be connected to a brake control unit which independently determines a retarder control signal.
- This brake control unit is then connected to one or more brake actuators available to the driver.
- the driver does not act directly on the retarder, but it is the brake control unit which controls, from different parameters, the retarder and the traditional brakes of the vehicle.
- the retarder control unit 19 is an electronic unit comprising, for example, an ASIC type logic circuit operating at 5V, and / or a power control circuit capable of managing currents of high intensity.
- the control unit 19 determines an excitation current intensity of the primary coils 8, taking into account the speed of rotation of the shaft 7, and it injects this current in the primary coils 8 by means of its power circuits.
- the rotational speed of the shaft 7 comes for example from a rotational speed sensor fitted to the retarder, and which is connected to the control unit.
- the control unit 19 can also be connected to a CAN data bus, to recover from this bus a value representative of the speed of rotation of the heat engine.
- the factor of the speed multiplier 6 is then stored in the control unit 19 to allow the determination of the speed of rotation of the shaft 7 with the data of the CAN bus.
- the intensity of excitation current of the primary coils 8 is determined in the control unit 19 so that the generator delivers, for the speed of rotation of the shaft 7 considered, an electrical supply having a power proportional to a power maximum electrical power admissible by the inductor coils 13, according to a proportion factor which corresponds to the control signal.
- the application to the primary coils 8 of an excitation current having an intensity greater than that given by the curve C presents a risk of deterioration of the inductor coils 13 and / or the secondary coils 5 of the generator.
- An intensity located below this curve C corresponds to safe operation of the retarder, that is to say without risk of damage to the inductor coils and / or the secondary windings 5 of the generator.
- the curve C in FIG. 3 is advantageously stored in the control unit.
- the intensity of excitation current can be determined in the control unit by determining for the current speed of rotation of the shaft 7 the intensity value given by the curve C, and by applying to this value d ' intensity, a proportion factor corresponding to the control signal.
- the maximum admissible intensity is 30 amperes, and if the retarder control signal is representative of a request for fifty percent of the maximum available torque, the intensity value chosen is then 15 Amperes.
- the graph in FIG. 3 corresponds to a retarder which is operated for twenty minutes, then which is no longer operated for the following twenty minutes.
- This stress cycle corresponds to a certain temperature range of the inductor coils 13, that is to say to a certain maximum electrical power admissible by these inductor coils 13. If the stress cycle of the retarder is less restrictive than that of FIG. 3, that is to say if the retarder is less stressed, and therefore better cooled, the temperature of the inductor coils 13 is lower, so that they can withstand greater electrical power than in the case of Figure 3, so that the curve C has larger values.
- the maximum admissible intensity values of the curve C can be multiplied by two, which makes it possible to increase by as much braking torque.
- control unit advantageously comprises in memory data representative of several curves such as curve C each corresponding to a thermal state of the retarder, this thermal state being for example determined by one or more temperature probes equipping the retarder.
- the intensity of the excitation current is determined in the control unit also taking into account the thermal state of the retarder so as to further increase its performance, in particular as a function of the way in which it is stressed.
- Data corresponding to several curves such as that of FIG. 3 can be stored in the control unit 19.
- Each curve then corresponds to a thermal state of the retarder, that is to say for example to a range of values of a temperature representative of the thermal state of the retarder.
- This temperature is for example from one or more thermal probes fitted to the retarder.
- the choice of intensity then consists in determining the curve to be taken into account, on the basis of the thermal state of the retarder, then, from this curve, to determine the intensity of the excitation current, as indicated above.
- the data representative of several curves such as curve C can be stored in the box, either in the form of digital tables, or in the form of a function with several variables, these variables including the regime of the tree 7 and the significant temperatures of the retarder state.
- the invention thus improves the performance and reliability of an electromagnetic retarder. It enables it to be controlled so that it generates the highest possible torque in any situation, while ensuring that the field coils will not be stressed beyond their possibilities.
- the invention is not limited to the embodiments described.
- the number of generator phases depends on the applications, this number is alternatively greater than 3.
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- Engineering & Computer Science (AREA)
- Power Engineering (AREA)
- Dynamo-Electric Clutches, Dynamo-Electric Brakes (AREA)
- Braking Arrangements (AREA)
Abstract
Description
Claims
Priority Applications (4)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
MX2008007457A MX2008007457A (es) | 2005-12-07 | 2006-12-06 | Metodo de control de un desacelerador electromagnetico y sistema que incluye un desacelerador y una caja de control. |
US12/091,067 US20080258693A1 (en) | 2005-12-07 | 2006-12-06 | Method for Controlling an Electromagnetic Retarder and System Including Retarder and a Control Unit |
EP06841870A EP1958326A1 (fr) | 2005-12-07 | 2006-12-06 | Procede de pilotage d'un ralentisseur electromagnetique et systeme comprenant un ralentisseur et un boitier de pilotage |
BRPI0619591A BRPI0619591A2 (pt) | 2005-12-07 | 2006-12-06 | processo de controle de um desacelerador a partir de uma caixa de comando e sistema incluindo um desacelerador eletromagnético |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
FR0553761 | 2005-12-07 | ||
FR0553761A FR2894411B1 (fr) | 2005-12-07 | 2005-12-07 | Procede de pilotage d'un ralentisseur electromagnetique |
Publications (1)
Publication Number | Publication Date |
---|---|
WO2007066004A1 true WO2007066004A1 (fr) | 2007-06-14 |
Family
ID=36917438
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
PCT/FR2006/002663 WO2007066004A1 (fr) | 2005-12-07 | 2006-12-06 | Procede de pilotage d'un ralentisseur electromagnetique et systeme comprenant un ralentisseur et un boitier de pilotage |
Country Status (7)
Country | Link |
---|---|
US (1) | US20080258693A1 (fr) |
EP (1) | EP1958326A1 (fr) |
CN (1) | CN101313461A (fr) |
BR (1) | BRPI0619591A2 (fr) |
FR (1) | FR2894411B1 (fr) |
MX (1) | MX2008007457A (fr) |
WO (1) | WO2007066004A1 (fr) |
Families Citing this family (5)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
FR2895166B1 (fr) * | 2005-12-19 | 2008-06-13 | Telma Sa | Procede de detection de defaut de fobnctionnement d'un ralentisseur electromagnetique |
US7839035B2 (en) * | 2007-10-04 | 2010-11-23 | Su-Yuan Hwaung | Power-driven rolling and receiving apparatus |
CN102299608B (zh) * | 2011-07-12 | 2013-10-16 | 北京工业大学 | 一种无电刷构造的液冷自励式电涡流缓速器 |
CN102684572B (zh) * | 2012-05-23 | 2015-10-14 | 宁波百型机械科技有限公司 | 直流电机刹车装置 |
EP3181393B1 (fr) * | 2014-08-14 | 2021-05-26 | Ralentizadores Y Transformaciones, S.A. | Système retardateur autonome pour un véhicule et véhicule le comprenant |
Citations (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
EP0331559A1 (fr) * | 1988-02-25 | 1989-09-06 | Labavia S.G.E. | Ensemble constitué par un ralentisseur électromagnétique et par ses moyens d'alimentation électrique |
FR2667741A1 (fr) * | 1990-10-05 | 1992-04-10 | Labavia | Perfectionnements aux dispositifs pour mesurer les couples de freinage engendres par les ralentisseurs electromagnetiques et aux dispositifs de reglage de ces couples. |
FR2699344A1 (fr) * | 1992-12-15 | 1994-06-17 | Labavia | Equipement de ralentissement à courants de Foucault. |
FR2819351A1 (fr) * | 2001-01-09 | 2002-07-12 | Telma | Ensemble constitue par un ralentisseur electromagnetique et par ses moyens d'alimentation electrique |
-
2005
- 2005-12-07 FR FR0553761A patent/FR2894411B1/fr not_active Expired - Fee Related
-
2006
- 2006-12-06 US US12/091,067 patent/US20080258693A1/en not_active Abandoned
- 2006-12-06 BR BRPI0619591A patent/BRPI0619591A2/pt not_active IP Right Cessation
- 2006-12-06 EP EP06841870A patent/EP1958326A1/fr not_active Withdrawn
- 2006-12-06 CN CNA2006800434964A patent/CN101313461A/zh active Pending
- 2006-12-06 MX MX2008007457A patent/MX2008007457A/es unknown
- 2006-12-06 WO PCT/FR2006/002663 patent/WO2007066004A1/fr active Application Filing
Patent Citations (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
EP0331559A1 (fr) * | 1988-02-25 | 1989-09-06 | Labavia S.G.E. | Ensemble constitué par un ralentisseur électromagnétique et par ses moyens d'alimentation électrique |
FR2667741A1 (fr) * | 1990-10-05 | 1992-04-10 | Labavia | Perfectionnements aux dispositifs pour mesurer les couples de freinage engendres par les ralentisseurs electromagnetiques et aux dispositifs de reglage de ces couples. |
FR2699344A1 (fr) * | 1992-12-15 | 1994-06-17 | Labavia | Equipement de ralentissement à courants de Foucault. |
FR2819351A1 (fr) * | 2001-01-09 | 2002-07-12 | Telma | Ensemble constitue par un ralentisseur electromagnetique et par ses moyens d'alimentation electrique |
Also Published As
Publication number | Publication date |
---|---|
FR2894411A1 (fr) | 2007-06-08 |
CN101313461A (zh) | 2008-11-26 |
EP1958326A1 (fr) | 2008-08-20 |
US20080258693A1 (en) | 2008-10-23 |
BRPI0619591A2 (pt) | 2016-09-06 |
FR2894411B1 (fr) | 2008-06-13 |
MX2008007457A (es) | 2008-09-23 |
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