Electrical propulsion process and system for a traction vehicle with an on-board source of power

• US 4,292,531 A
• Filed: 03/02/1979
• Issued: 09/29/1981
• Est. Priority Date: 12/27/1977
• Status: Expired due to Term

• Current Assignee: General Electric Company
• Original Assignee: General Electric Company
• Inventors: Williamson, Dennis F.
• Primary Examiner(s): Truhe, J. V.
• Assistant Examiner(s): Conklin, John B.
• Application Number:
  US06/016,755
• Time in Patent Office: 942 Days
• Field of Search: 363/137, 363/37, 318/798-803, 318/140-158, 290/14, 290/17
• US Class Current: 290/14
• CPC Class Codes: B60K 6/26 characterised by the motors or the generators
• CPC Class Codes: B60K 6/46 Series type
• CPC Class Codes: B60L 2200/26 Rail vehicles
• CPC Class Codes: B60L 50/13 using AC generators and AC motors
• CPC Class Codes: B60W 10/08 including control of electric propulsion units, e.g. motors or generators
• CPC Class Codes: B60W 10/26 for electrical energy, e.g. batteries or capacitors
• CPC Class Codes: Y02T 10/62 Hybrid vehicles
• CPC Class Codes: Y02T 10/70 Energy storage systems for electromobility, e.g. batteries
• CPC Class Codes: Y02T 10/7072 Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
• CPC Class Codes: Y10S 903/906 Motor or generator

Abstract

A self-propelled traction vehicle equipped with an a-c traction motor energized by the a-c output of a controlled current inverter is propelled by a process comprising the steps of providing a traction alternator on-board the vehicle, rotating the rotor of the alternator, exciting the field winding of the alternator, converting the output current of the armature windings of the alternator to a unidirectional current, and feeding the unidirectional current to d-c terminals of the controlled current inverter without appreciably smoothing the unidirectional current. A system for carrying out this process is also disclosed.

Claims

1. The process of propelling a vehicle equipped with at least one adjustable speed a-c traction motor energized by the alternating output current of a variable-frequency controlled current, static electric power inverter, comprising the steps of:

a. providing on-board the vehicle a traction alternator having armature and field windings and a rotor;

b. rotating the rotor of said alternator;

c. exciting the field winding of said alternator;

d. converting the alternating output current of the armature windings of said alternator to a unidirectional current;

e. feeding said unidirectional current to d-c terminals of said inverter without appreciably smoothing said unidirectional current and without appreciably smoothing the d-c terminal voltage of said inverter;

f. controlling the switching frequency of said inverter so as to vary the fundamental frequency of its alternating output current as desired; and

g. controlling the excitation of said field winding so as to vary, as desired, the fundamental amplitude of the alternating output current of said armature windings and consequently the average magnitude of said unidirectional current and hence the amplitude of the inverter output current.

2. The process as set forth in claim 1 for propelling a vehicle equipped with at least one adjustable speed a-c traction motor consisting of an induction motor.

3. The process as set forth in claim 1 for propelling a vehicle equipped with at least one adjustable speed a-c traction motor consisting of a synchronous motor.

4. The process of claim 1 wherein the step of rotating the rotor of said alternator comprises rotating said rotor at a variable speed and varying the speed of rotation with the desired power requirements of the vehicle.

5. The process as set forth in claim 1 wherein the first step comprises providing on-board the vehicle a traction alternator having armature and field windings and a rotor but no amortisseur windings.

6. The process as set forth in claim 1 wherein there is provided a further step of deriving an angle feedback signal representative of the phase angle between current and flux that interact in the a-c traction motor to develop motor torque, and wherein the inverter switching frequency controlling step is responsive to said angle feedback signal so as to vary the fundamental frequency of the inverter output current as necessary to minimize the difference between actual and desired values of said phase angle.

7. An improved propulsion system for a traction vehicle having an on-board source of power, said vehicle being equipped with at least one adjustable speed a-c traction motor energized by the alternating output current of a variable-frequency controlled current, static electric power inverter, the improvement comprising in combination:

a. a traction alternator having armature and field windings and a rotor driven by a prime mover;

b. means for exciting the field winding of said alternator;

c. means for converting the alternating output current of the armature windings of said alternator to a unidirectional current;

d. means connected between said converting means and d-c input terminals of said inverter for feeding said unidirectional current to said inverter, said current feeding means consisting of a d-c link characterized by inductance of insufficient value to appreciably smooth said unidirectional current and by capacitance of insufficient value to appreciably smooth the d-c terminal voltage of said inverter;

e. means for controlling the switching frequency of said inverter so as to vary the fundamental frequency of its alternating output current as desired; and

f. means for controlling said field winding exciting means so as to vary, as desired, the fundamental amplitude of the alternating output current of said armature windings and consequently the average magnitude of said unidirectional current and hence the amplitude of the inverter output current.

8. The system as set forth in claim 7 wherein said d-c link includes an isolating inductor having an inductance substantially less than the inductance value required to effectively smooth current passing through it.

9. The system as set forth in claim 7 wherein any capacitors connected to said d-c link are so small that the link capacitance is substantially less than the capacitance value required for effectively smoothing d-c terminal voltage of a controlled voltage, static electric power inverter.

10. The system as set forth in claim 7 wherein said traction alternator has no amortisseur windings.

11. The system as set forth in claim 7 wherein the improved combination additionally includes means for deriving an angle feedback signal representative of the phase angle between current and flux that interact in the a-c traction motor to develop motor torque, and wherein said inverter switching frequency controlling means is responsive to said angle feedback signal so as to vary the fundamental frequency of the inverter output current as necessary to minimize the difference between actual and desired values of said phase angle.