Braking Scheme for Vector-Controlled Induction Motor With Diode Rectifier Without Braking Resistor

合集下载

车辆工程汽车专业英语课件-汽车基础知识部分 - Chapter 5 Braking System

鼓式制动器盘式制动器制动蹄制动鼓轮缸摩擦衬片制动钳制动液单向阀
Chapter 5 Braking Systems
5.1 Overview of Braking Systems
The braking system is very important to a car. If your brakes don’t work properly, the result can be disastrous. Brakes are actually energy conversion devices, which convert the kinetic energy of the vehicle into thermal energy.
本节课学习内容、目标和重点难点
学习内容
Chapter 5 Braking Systems
学习目标难点重点
1.掌握制动系统的基本组成、类型、ABS系统主要零件的英文名称
2.提高翻译技巧，能较熟练翻译课文
1.重点是英文专业术语记忆 2.难点是生词偏多、ABS控制原理原理
Chapter 5 Braking Systems
n.卡钳，测径器；v. 用卡钳测量
['mæɡnitaiz] vt. 吸引；使磁化vi. 磁化；受磁
[ri'tɑ:də]
n. 缓凝剂；减速器；阻滞剂；迟缩剂
[hai'drɔ:lik]
adj. 液压的；水力的；水力学的
[kəm'pɑ:tmənt]
n. 隔间；区划；卧车上的小客房 vt. 分隔；划分
['bu:stə]
2 .Disc Brake The main parts of a disc brake include the brake cylinder, the brake disc and the brake calipers. The disc brake is a lot like the brakes on a bicycle. Bicycle brakes have a caliper, which squeezes the brake pads against the wheel. In a disc brake, the brake pads squeeze the rotor instead of the wheel, and the force is transmitted hydraulically instead of through a cable. Friction between the pads and the disc slows the disc down (Fig. 5-4 and 5-5).

PF700介绍

Configuration
DeviceNet
Configuration
Over 2X increase in throughput over previous generation improves response time, faster process management
内置通讯卡
• 多种通讯选件可选
文件, 参数组, 编程 – 文件参数组参数
Monitor ************ Metering Drive Data
Motor Control **************** Motor Data Torq Attributes Volts per Hertz
Speed Command ********************* Spd Mode & Limits Speed References Discrete Speeds Speed trim Slip Comp Process PI Encoder Loop Fibers Functions Profiling
• 自动整定
• 根据电机和负载特性的整定算法 • 提高性能- 在120：1调速范围可输出 150 % 额定转矩
人机接口
• 带电拆装 • 显示
• LCD
• 速度控制
• 数字 • 模拟
• 安装方式
• 手持 • 传动装置上 • 盘柜安装 - Nema 4x / IP66
• 上读下载能力
多文种人机接口
• 7 种语言可选 • 初次上电语种选择 • 易于切换
• 框架 0 - 3 PowerFlex 700 变频器有
• 1个连续额定电流 (例如 11A) • 1个 60 秒短时额定 (例如 12.1A) • 1个 3 秒短时额定 (例如 16.5A)

重型燃气轮机高雷诺数CDA_叶型转捩特性数值计算

收稿日期：2021-08-26作者简介：王润禾（1997），女，硕士。

引用格式：王润禾，童歆，羌晓青，等.重型燃气轮机高雷诺数CDA 叶型转捩特性数值计算[J].航空发动机，2023，49（5）：136-142.WANG Runhe ，TONG Xin ，QIANG Xiaoqing ，et al.Numerical calculation of controlled diffusion airfoils of transition characteristics for heavy-duty gas turbine at high Reynolds number[J].Aeroengine ，2023，49（5）：136-142.航空发动机Aeroengine重型燃气轮机高雷诺数CDA 叶型转捩特性数值计算王润禾1，童歆1，羌晓青2，3，杜朝辉1，3，欧阳华1，3（上海交通大学机械与动力工程学院1，航空航天学院2：上海200240；3.燃气轮机与民用航空发动机教育部工程研究中心，上海201306）摘要：为研究重型燃气轮机的压气机叶片在高雷诺数工况下的气动性能，基于Gamma-Theta 转捩模型的雷诺时均方程对某可控扩散叶型进行了数值计算。

通过对比不控制马赫数与控制马赫数，分析高雷诺数对可控扩散叶型气动性能及转捩特性的影响。

结果表明：在不控制马赫数条件下，在零攻角时，雷诺数从7×105增大为9×105，总压损失增加了约391.95%；在高雷诺数工况下随着雷诺数的增大，叶片流动损失不断增大，叶片可用攻角范围减小，同时在叶片吸力面出现激波，干扰转捩的产生。

在控制马赫数条件下，当Ma =0.6时，在零攻角工况下，雷诺数从8.2×105增大为1×107，总压损失减小了约38.98%，吸力面转捩起始点从4.78%弦长处前移至1.11%弦长处；在高雷诺数工况下，叶片流动损失随着雷诺数的增大不断减小，吸力面转捩位置前移。

外文文献原稿和译文

外文文献原稿和译文原稿Mechanical and Regenerative Braking Integration for a HybridElectric VehicleAbstractHybrid electric vehicle technology has become a preferred method for the automotive industry to reduce environmental impact and fuel consumption of their vehicles. Hybrid electric vehicles accomplish these reductions through the use of multiple propulsion systems, namely an electric motor and internal combustion engine, which allow the elimination of idling, operation of the internal combustion engine in a more efficient manner and the use of regenerative braking. However, the added cost of the hybrid electric system has hindered the sales of these vehicles.A more cost effective design of an electro-hydraulic braking system is presented. The system electro-mechanically controlled the boost force created by the brake booster independently of the driver braking force and with adequate time response. The system allowed for the blending of the mechanical and regenerative braking torques in a manner transparent to the driver and allowed for regenerative braking to be conducted efficiently.A systematic design process was followed, with emphasis placed on demonstrating conceptual design feasibility and preliminary designfunctionality using virtual and physical prototyping. The virtual and physical prototypes were then used in combination as a powerful tool to validate and develop the system. The role of prototyping in the design process is presented and discussed.Through the experiences gained by the author during the design process, it is recommended that students create physical prototypes to enhance their educational experience. These experiences are evident throughout the thesis presented.1.1 Modern Hybrid Electric VehiclesWith rising gas prices and the overwhelming concern for the environment, consumers and the government have forced the automotive industry to start producing more fuel efficient vehicles with less environmental impact. One promising method that is currently being implemented is the hybrid electric vehicle.Hybrid vehicles are defined as vehicles that have two or more power sources [25]. There are a large number of possible variations, but the most common layout of hybrid vehicles today combines the power of an internal combustion engine (ICE) with the power of an electric motor and energy storage system (ESS). These vehicles are often referred to as hybrid electric vehicles (HEV’s) [25]. These two power sources are used in conjunction to optimize the efficiency and performance of the vehicle, which in turn will increase fuel economy and reduce vehicle emissions, all while delivering the performance the consumer requires. In 1997, the Toyota Prius became the first hybrid vehicle introduced into mass production in Japan. It took another three years for the first mass produced hybrid vehicle, the Honda Insight, to be introduced into the North American market. The release of the Honda Insight was closely followed by the release of the Toyota Prius in North America a couple of months later [35].Hybrid electric vehicles have the distinct advantage of regenerative braking. The electric motor, normally used for propulsion, can be usedas a generator to convert kinetic energy of the vehicle back into electrical energy during braking, rather than wasting energy as heat. This electrical energy can then be stored in an ESS (e.g. batteries or ultracapacitors) and later released to propel the vehicle using the electric motor.This process becomes even more important when considering the energy density of batteries compared to gasoline or diesel fuel. Energy density is defined as the amount of energy stored in a system per unit volume or mass [44]. To illustrate this point, 4 kilograms (4.5 litres) of gasoline will typically give a motor vehicle a range of 50 kilometres. To store the same amount of useful electric energy it requires a lead acid battery with a mass of about 270 kilograms [25]. This demonstrates the need for efficient regenerative braking to store electrical energy during driving, which in turn will keep the mass of the energy storage system down and improve the performance and efficiency of the HEV.1.2 Research Scope - Regenerative Braking SystemsThe scope of the research presented is to create a low cost regenerative braking system to be used on future economical hybrid vehicles to study the interaction between regenerative and mechanical braking of the system. This system should be able to control the combination of both regenerative and mechanical braking torque depending on driver demand and should be able to do so smoothly and safely. Controlling the regenerative braking torque can be done using control algorithms and vector control for induction motors. However, controlling the mechanical braking torque independently of the driver pedal force, while maintaining proper safety back-ups, proved to be more of a challenge. To overcome this problem, a system was developed that would attenuate the pressure in the brake booster in order to control the amount of mechanical torque developed by the braking system．2.1 Hybrid Electric Vehicle OverviewHybrid vehicles have emerged as one of the short term solutions for reducing vehicle emissions and improving fuel economy. Over the past 10 years almost all of the major automotive companies have developed and released for sale their own hybrid electric vehicles to the public. The popularity of hybrid electric vehicles has grown considerably since the turn of the century. With enormous pressure to become more environmentally friendly and with unpredictable gas prices, the sales of hybrid electric vehicles have increased dramatically in recent years.2.1.1 Hybrid ConfigurationsFor the past 100 years the objective of the hybrid has been to extend the range of electric vehicles and to overcome the problem of long recharging times [35]. There are three predominant hybrid electric vehicle configurations currently on the market today. These configurations are known as series hybrids, parallel hybrids and series/parallel hybrids.Each configuration has its advantages and disadvantages which will be discussed in the following sections.Series HybridsIn series hybrids the mechanical output from the internal combustion engine is used to drive a generator which produces electrical power that can be stored in the batteries or used to power an electric motor and drive the wheels. There is no direct mechanical connection between the engine and the driven wheels. Series hybrids tend to be used in high power systems such as large trucks or locomotives but can also be used for lower power passenger vehicles [18]. The mechanically generated electrical power is combined with the power from the battery in an electronic controller. This controller then compares the driver demand with the vehicle speed and available torque from the electric motor to determine the amount of power required from each source to drive the vehicle. During braking, the controller also switches the power electronics to regenerative mode, and directs the power being regenerated to the batteries [55].There are many advantages made possible by the arrangement describedabove. It is possible to run the ICE constantly at its most efficient operating point and share its electrical output between charging the battery and driving the electric motor. By operating the engine at its most efficient operating point, emissions can be greatly reduced and the most electrical power can be generated per volume of fuel. This configuration is also easierto implement into a vehicle because it is less complex which makes this method more cost effective.Parallel HybridsIn parallel hybrid configurations the mechanical energy output from the ICE is transmitted to a gearbox. In this gearbox the energy from the ICE can be mechanically combined with a second drive from an electric motor. The combined mechanical output is then used to drive the wheels [35]. In this configuration there is a direct connection between the engine and the driven wheels. As in series hybrids the controller compares the driver demand with the vehicle speed and output torque and determines the amount of power to be used from each source to meet the demand, while obtaining the best possible efficiency. A parallel hybrid also controls regenerative braking similarly to a series hybrid. Parallel hybrids are usually used in lower power electric vehicles in which both drives can be operated in parallel to provide higher performance [18].There are a number of advantages of a parallel hybrid over a series hybrid. The most important advantage is that since only one conversion between electrical and mechanical power is made, efficiency will be much better than the series hybrid in which two conversions are required. Since the parallel hybrid has the ability to combine both the engine and electric motor powers simultaneously, smaller electric motors can be used without sacrificing performance, while getting the fuel consumption and emission reduction benefits. Lastly, parallel hybrids only need to operate the engine when the vehicle is moving and do not need a second generator tocharge the batteries.Series/Parallel HybridsCombined hybrids have the features of both series and parallel configurations. They use a power split device to drive the wheels using dual sources of power (e.g. electric motor only, ICE only or a combination of both). While the added benefits of both series hybrids and parallel hybrids are achieved for this configuration, control algorithms become very complex because of the large number of driving possibilities available.2.1.2 Degree of HybridizationSince most HEV’s on the road today are either parallel or series/parallel, it is useful to define a variable called the ‘degree of hybridization’ to quantify the electrical power potential of these vehicles.iceem em P P P DOH += The degree of hybridization ranges from (DOH = 0) for a conventional vehicle to (DOH = 1) for an all electric vehicle [25]. As the degree of hybridization increases, a smaller ICE can be used and operated closer to its optimum efficiency for a greater proportion of the time, which will decrease fuel consumption and emissions. The electric motor power is denoted by Pem and the internal combustion engine power is denoted by Pice. Micro HybridMicro hybrids have the smallest degree of hybridization and usually consist of an integrated starter generator (ISG) connected to the engine crankshaft. The ISG allows the engine to be shut off during braking and idling to conserve fuel and then spins the crankshaft up to speed before fuel is injected during acceleration. The ISG also provides small amounts of assist to the ICE during acceleration and acts as a generator to charge the batteries during braking. Micro hybrids usually improve fuel economy by about 10 percent compared with non hybrids [53].Mild HybridMild hybrids have a similar architecture to the micro hybrid exceptthat the ISG is uprated in power to typically greater than 20 kW. However,the energy storage system is limited to less than 1 kWh [35]. Mild hybrids usually have a very short electric-only range capability but can provide a greater assist to the ICE during accelerations. The electrical components in a mild hybrid are more complex than a micro hybrid and playa greater role in the vehicle operation. Fuel economy can be improved by20 to 25 percent with a mild hybrid over non hybrid vehicles [53]. Full HybridFull hybrids do away with the ISG and replace it with a separate electric motor and alternator/starter that perform the same function. The electric motor has the ability to propel the vehicle alone, particularly in city (stop and go) driving. The energy storage system is upgraded to improve electric-only range capability and the engine is usually downsized to improve fuel economy and emissions. Full hybrids can achieve40 to 45 percent fuel consumption reductions over non hybrids [53]. Plug-in HybridPlug-in hybrids are very similar to full hybrids except that they have a much larger ESS that can be connected to an outside electrical utility source for charging. These vehicles use only the electric motor to propel the vehicle within the range of the batteries and then operate like full hybrids once the batteries have discharged to a predefined level.2.1.3 Fundamentals of Regenerative BrakingOne of the most important features of HEV’s is their ability to recover significant amounts of braking energy. The electric motors can be controlled to operate as generators during braking to convert the kinetic energy of the vehicle into electrical energy that can be stored in the energy storage system and reused. However, the braking performance of a vehicle also greatly affects vehicle safety. In an emergency braking situation the vehicle must be stopped in the shortest possible distance and must be able to maintain control over the vehicle’s direction. The latter requires control of brake force distribution to the wheels [12].Generally, the braking torque required is much larger than the torque that an electric motor can produce [12]. Therefore, a mechanical friction braking system must coexist with the electrical regenerative braking. This coexistence demands proper design and control of both mechanical and electrical braking systems to ensure smooth, stable braking operations that will not adversely affect vehicle safety.Energy Consumption in BrakingBraking a 1500 kg vehicle from 100 km/h to 0 km/h consumes about 0.16 kWh of energy based on Equation 2.2.221mv E If 25 percent of this energy could be recovered through regenerative braking techniques, then Equation 2.2 can be used to estimate that this energy could be used to accelerate the vehicle from 0 km/h to about 50 km/h, neglecting aerodynamic drag, mechanical friction and rolling resistance during both braking and accelerating. This also assumes that the generating and driving modes of the electric motor are 100% efficient. This suggests that the fuel economy of HEV’s can be greatly increased when driving in urban centres where the driver is constantly braking and accelerating. Note that the amount of energy recovered is limited by the size of the electric motor and the rate of which energy can be transferred to the ESS.2.1.4 Methods of Regenerative BrakingThere are two basic regenerative braking methods used today. These methods are often referred to as parallel regenerative braking and series regenerative braking. Each of these braking strategies have advantages and disadvantages that will be discussed in this section.Parallel Regenerative BrakingDuring parallel regenerative braking, both the electric motor and mechanical braking system always work in parallel (together) to slow the vehicle down [48]. Since mechanical braking cannot be controlled independently of the brake pedal force it is converting some of thevehicle’s kinetic energy into heat instead of electrical energy. This is not the most efficient regenerative braking method. However, parallel regenerative braking does have the advantages of being simple and cost effective. For this method to be used, the mechanical braking system needs little modification and the control algorithms for the electric motor can be easily implemented into the vehicle. This method also has the added advantage of always having the mechanical braking system as a back-up in case of a failure of the regenerative braking system.Series Regenerative BrakingDuring series regenerative braking the electric motor is solely used for braking. It is only when the motor or energy storage system can no longer accept more energy that the mechanical brakes are used [48]. This method requires that the mechanical braking torque be controlled independently of the brake pedal force and has the advantage of being the most efficient by converting as much of the vehicle’s kinetic energy into electrical energy . The downfall of this method is that it brings many costs and complexities into the system. For this method to function properly a brake-by-wire system has to be developed which either uses an electro-hydraulic brake (EHB) or an electro-mechanical brake (EMB). Both of these types of brakes require brake pedal simulators and redesigned brake systems which can become costly. Since these systems are brake-by-wire there are also many redundancies required with sensors, processors and wiring for safety which add to the complexity of the system.2.1.5 Current Regenerative Braking SystemsThe cur rent regenerative braking system in most HEV’s (e.g. Toyota Prius) is the more costly electro-hydraulic braking (EHB) system. This system uses a brake pedal simulator, which is separate from the hydraulic braking circuit, to establish driver braking demand. The braking demand is then proportioned into a regenerative and mechanical braking demand. The mechanical braking demand is then sent to a system that contains a high pressure hydraulic pump, accumulator and proportional control valves.The proportional control valves allow the brake line fluid to flow to each wheel at predefined pressures determined by the braking demand.译文混合动力电动汽车机械和再生制动的整合摘要为了减少对环境的污染和车辆的燃油消耗，混合动力电动汽车已经成为汽车工业的首选方法。

基于边缘检测的抗遮挡相关滤波跟踪算法

基于边缘检测的抗遮挡相关滤波跟踪算法唐艺北方工业大学北京 100144摘要：无人机跟踪目标因其便利性得到越来越多的关注。

基于相关滤波算法利用边缘检测优化样本质量，并在边缘检测打分环节加入平滑约束项，增加了候选框包含目标的准确度，达到降低计算复杂度、提高跟踪鲁棒性的效果。

利用自适应多特征融合增强特征表达能力，提高目标跟踪精准度。

引入遮挡判断机制和自适应更新学习率，减少遮挡对滤波模板的影响，提高目标跟踪成功率。

通过在OTB-2015和UAV123数据集上的实验进行定性定量的评估，论证了所研究算法相较于其他跟踪算法具有一定的优越性。

关键词：无人机目标追踪相关滤波多特征融合边缘检测中图分类号：TN713;TP391.41;TG441.7文献标识码：A 文章编号：1672-3791(2024)05-0057-04 The Anti-Occlusion Correlation Filtering Tracking AlgorithmBased on Edge DetectionTANG YiNorth China University of Technology, Beijing, 100144 ChinaAbstract: For its convenience, tracking targets with unmanned aerial vehicles is getting more and more attention. Based on the correlation filtering algorithm, the quality of samples is optimized by edge detection, and smoothing constraints are added to the edge detection scoring link, which increases the accuracy of targets included in candi⁃date boxes, and achieves the effects of reducing computational complexity and improving tracking robustness. Adap⁃tive multi-feature fusion is used to enhance the feature expression capability, which improves the accuracy of target tracking. The occlusion detection mechanism and the adaptive updating learning rate are introduced to reduce the impact of occlusion on filtering templates, which improves the success rate of target tracking. Qualitative evaluation and quantitative evaluation are conducted through experiments on OTB-2015 and UAV123 datasets, which dem⁃onstrates the superiority of the studied algorithm over other tracking algorithms.Key Words: Unmanned aerial vehicle; Target tracking; Correlation filtering; Multi-feature fusion; Edge detection近年来，无人机成为热点话题，具有不同用途的无人机频繁出现在大众视野。

HIGHLIGHTS

XCHANGE & COOPERATIONBETTER COMMUNICATION ｜ GREATER VALUEHIGHLIGHTS ｜Tian Shihong meets with the delegation of BSITian Shihong, Vice Minister of State Administration for Market Regulation (SAMR) and Administrator of Standardization Administration of China (SAC), met with Scott Steedman, Director-General of Standards at BSI, the national standards body of the U.K., and his companion on April 12 in Beijing.At the meeting, the two parties had in-depth exchanges of views on cooperation within ISO, governance of IEC, preparations for the 88th IEC General Meeting, and standardization cooperation in specific fields.The standardization cooperation between China and the U.K. has a solid foundation, and the participation of the British Embassy in China in the meeting has fully demonstrated that the U.K. government values the standardization cooperation between the two countries, said Tian.China and the U.K. will continue to strengthen communication within the ISO and IEC frameworks, and deepen standardization cooperation in fields including digital creative design, hydrogen energy, as well as the capture, utilization, and storage of carbon. Joint efforts will be put into the meeting of China-U.K. Standardization Cooperation Committee in 2024.China and Sri Lanka sign a MoU on standardizationWitnessed by Chinese Premier Li Qiang and Sri Lanka Prime Minister Dinesh Gunawardena, Luo Wen, Minister of SAMR, and Anura Dissanayake, Secretary to the Prime Minster of Sri Lanka, signed a MoU on the standardization area on March 26.According to the MoU, the two countries will strengthen the exchanges of standards information, and carry out the cooperation on improving standardization capability building.WDTA releases two standards for LLM securityThe 27th Session of United Nations Commission on Science and Technology for Development (CSTD) was held on April 15-19. The side event “Shaping the Future of AI” on April 16 was hosted by the World Digital Technology Academy (WDTA), an NGO that promotes digital technologies and global cooperation, where breakthrough results including two standards were released.The two standards for the security of large language models (LLMs), “Generative AI Application Security Testing and Validation Standard” and “Large Language Model Security Testing Method”, were the first of their kind published by WDTA, marking the new benchmark for LLM security evaluation and testing around the globe.Multiple experts and scholars from OpenAI, Ant Group, iFLYTEK, Google, Microsoft, NVIDIA, Baidu, Tencent and other enterprises have devoted to the development of the two standards. And Ant Group has contributed to the development of the standard for LLM security testing method with leading efforts.The testing method standard provides a comprehensive and rigorous structural scheme with high operability. It delineates the security risk classification and methods of classification, grading and testing of attacks in LLMs. Also, it puts forward the criterion distinguishing attacks of four different intensities, together with strict assessment indicators and testing procedures, to deal with the inherent complexity of LLMs and fully test their ability to defend against hostile attacks. Thus, developers and organizations can identify and remedy potential vulnerabilities, and improve the security and reliability of LLM-based AI systems.Big tech companies should play a key role in the secure and responsible development of AI, promote best practices by their resources, expertise, and influence, and establish an ecosystem prioritizing security, privacy, and morality, said Wang Weiqiang, General Manager of Machine Intelligence Department at Ant Group.HIGHLIGHTS ｜IEC Promotion Center (Nanjing) signs an agreement with State Grid Fujian Electric PowerThe IEC Promotion Center (Nanjing) signeda development cooperation agreement withState Grid Fujian Electric Power Co., Ltd. onApril 23 in Nanjing city, Jiangsu province.The signing ceremony was witnessedby Shu Yinbiao, the 36th President ofIEC, Academician of Chinese Academy ofEngineering, and President of Chinese Societyfor Electrical Engineering, Ruan Qiantu, Chairof the Board and Party Secretary of State GridFujian Electric Power Co., Ltd., Shan Shewu,Chair of the Board and Party Secretary ofNARI Group, as well as Fan Xiangqian andYu Qing, Director and Deputy Director ofManagement Committee of Nanjing Chilin Technology Innovation Park.The two parties will cooperate in aspects of promoting international standardization of advanced technologies, prompting international layout of energy and power technologies, and building a standardization talent team, in accordance with the agreement. Further efforts will be put into carbon accounting of new-type power system, intelligent power distribution networks, offshore wind power, other emerging and future-oriented industries. Together, the two parties will strive to establish a cradle of international standards innovation, support high-tech innovation with high standards, promote high-level opening up, and lead high-quality development.In recent years, the State Grid Fujian Electric Power Co., Ltd. focuses on building a clean energy hub in southeast China, a high-energy distribution network platform, and a smart digital ecosystem for power grid in Fujian province. By strengthening cooperation with the IEC Promotion Center, it expects to effectively enhance its ability in international standardization, and continuously empower the technological innovation and cultivation of new quality productivity.In the process towards carbon peak and neutrality, China should attach great importance to the construction of international mutual recognition rules for carbon emissions, carbon tariffs, and carbon accounting, said Shu Yinbiao. He encouraged the both sides to make vital technological innovation in fields such as new-type power system and digital transformation of energy, speed up the construction of mutual recognition system of international standardsand certification, and promote China’s participation in global energy and power sector.XCHANGE & COOPERATIONBETTER COMMUNICATION ｜ GREATER VALUEISO releases a standard on braking systems of railway vehiclesISO 24221:2024, Railway applications—Braking system—General requirements, the first of its kind, was recently released. With the leading efforts of National Railway Administration of China, China has made new breakthrough in railway international standardization by the development of the international standard.ISO 24221:2024 lays out the top-level criterion of braking systems of railway vehicles, and specifies the technical requirements of braking systems including design, general safety, braking control, anti-skid protection, wheel-rail adhesion, and rescue braking. Covering high-speed trains, locomotives, passenger trains, freight trains, and urban rail transit vehicles, it is applicable to the life cycle of braking systems for rolling stock including design, manufacturing, and usage.The standard absorbs standards of Europe, Japan and other regions, and integrates internationally accepted control technologies and Chinese braking technologies, to provide technical support for improving the braking ability of rolling stock and guaranteeing the safety of transit, which fills the gap in the top-level system in this field.Hosted by China with the involvement of many experts from locomotive research institutions and relevant companies, the development of ISO 24221:2024 gathered 53 experts from 12 countries, including Germany, France, the U.S., the U.K., Japan, and South Korea.With the support of National Railway Administration and railway-related institutions, China has become one of the most active countries in ISO/TC 269, Railway applications, the sole ISO committee for rail transit. China has participated in the development of 35 current standards within ISO/TC 269, and contributed to 6 of them with leading efforts. The National Railway Administration will continue to take part in international standards development and revision of ISO, to share China’s achievements and experiences in railway development.。

科尼变频器中英文手册

Vector IIVector IIOwner’s Manual用户手册CAUTION警告1. Before starting, read the instructions carefully. 在开始前.仔细阅读说明书.2. Verify all of the connections are in accordance to the drawings.确认所有的连接跟图纸是一致.3. Verify the motor supply is connected correctly, faulty connection willdestroy the inverter. 确认马达的动力线连接正确.错误的连接会损坏变频器.4. Check the device cover is properly installed.检查系统的罩盖已经正当安装.5. High voltages are present in this device. Switch the power off and afterthe display turns off, wait 5 minutes before opening the cover.系统内存在高电压.必须要等电源切断显示消失后5分钟才能打开罩盖.6. Insulation resistance test with a megger requires special precautions.兆欧表测量的绝缘电阻要符合标准值.7. Do not make any measurements inside the device when it is connectedto the main supply. 在系统中连接到主电源板的地方不要作任何测量8. Do not touch the components on the circuit boards. Static voltagedischarge may cause damage or destroy the IC-circuits.不要用手接触电路板的元器件.系统的固有电压放电可能会损坏IC电路.9. Check all ventilation holes are clear and uncovered.检查所有的通风口已经被清洁和没有被覆盖.10. Check that hot air coming from the brake resistors does not cause anydanger. 检查来自制动电阻的热空气不会引起任何危险.11. Do not make any inspections unless the supply has been disconnectedby the main switch. 除非在总开关切断电源的情况下否则不能作任何检查12. It is forbidden to use radiophones or portable phones near this devicewith the doors open. 禁止在门被打开的设备附近使用无线和移动通信装置.13. All the doors and covers must be closed during crane operation.在起重机使用其间必须保证所有的门和罩盖都是关闭的.This manual is valid for D2H and D2C revisions 5.3. The release number of this document isD2HCOM53BEN. The parameter numbers are based on the software version Pro1V030.CONTENTS目录总则 (3)1 GENERAL技术数据 (3)1.1 Technicaldata1.2 Type mark coding 类型标记 (4)1.3 Basic基本描述 (5)description主要部件 (7)1.4 Maincomponents功能描述 (8)1.5 Functionaldescription控制模式 (10)methods1.6 Control1.7 Mechanical brake control 机械制动控制 (14)1.8 Motor control modes 马达的控制论方式 (15)1.9 EMC (17)1.9.1 Fulfilled现行的EMC标准 (17)EMC-standards启动步骤 (209)2 START-UPPROCEDUREchecks目测 (209)2.1 Visual2.2 Checks before the first test run 检查以后的手次测试 (20)2.3 Test run without load 空载测试 (21)2.4 Test run with load 负载测试 (21)2.5 After the test run测试以后 (22)ADJUSTMENTS参数调整 (23)3 PARAMETER3.1 Control keypad operation 控制显示屏操作 (23)3.1.1 Navigation on the control keypad 控制显示屏演示 (25)3.1.2 Value line editing 数值的编辑 (25)密码 (26)3.1.3 Passwords3.1.4 Monitoring监控 (287)参数组 (298)3.2 Parametergroups部件 (309)4 COMPONENTS4.1 D2H spare parts list D2H的备品清单 (309)4.2 D2C spare parts list D2C的备品清单 (30)CODES故障代码 (31)5 FAULT5.1 Fault time data record 故障时间日期记录 (40)故障记数器 (40)Counter5.2 Fault服务 (42)6 SERVICE7 LAYOUTS, DIMENSIONS AND WEIGHTS系统布置尺寸和重量 (43)1 GENERAL 总则1.1 Technical data 技术数据Power class 功率等级002F 003F 004F 005F 007F 011F 015F 018F 022F 030F 037F 045F 055F 075F 090F 110F 132F Power (kVA) at 400V 功率 4.5 5.5 7 9 13 17 22 29 33 40 50 60 75 100 120 150170Output current In(A)输出电流6.5 8 10 13 18 24 32 42 48 60 75 90 110 150 180 210245Max. current 1min (A)最大电10 12 15 20 27 36 48 63 72 90 113135165 225 270 315368Overloadability 过载能力1.5 x In , 1min/10min Max. output voltage 最大输出电压Equal to supply voltage Supply voltage 电源电压380-500VAC Allowable voltage fluctuation 电压波动 +/- 10%Nominal supply frequency 电源频率50/60Hz +/- 5% Signal input levels 信号输入标准Digital controls 数字控制S1, S2, DIA3, DIA4, DIA5, DID1, DID2, DID3, DID4, DID5: 42 … 240VAC; 15mA Analog references 模拟参考值 AIN1: -10 … +10V and AIN2: 0 … 10V; 200k Ω; accuracy 0.5% Encoder feedback 脉冲编码器返馈 EA+/- and EB+/-; 0/24V; 3k Ω; floating differential inputsControl features 控制特点Control method 控制模式Open loop or closed loop vector control Frequency control range 频率控制范围 0 ... 250HzFrequency command 频率命令Potentiometer, motor potentiometer, 2-4-step controller or 0 ... 10V analog signal Limit switch functions 限位开关功能Slowdown and stop limit inputs for both directions Speed control range 速度控制范围Open loop vector control s N ... 100% (s N = motor nominal slip) Closed loop vector control 0 ... 100%Speed accuracy 速度控制精度Open loop vector control 1% of nominal speed at speed range 10 ... 100% 1/3 of motor nominal slip at speed below 10%Closed loop vector control 0.01% of nominal speedExtended speed range 扩展速度范围100 ... 200% Braking torque 制动力距150% Protections 保护Stall prevention 失速预防During acceleration and constant speed Motor overload protection 马达过栽保护 Thermistor based temperature measurementOverload protection 过栽保护Fault is detected if the current momentarily exceeds 280% of rated current Undervoltage / blown fuse 低压/烧保险 Fault is detected if DC voltage drops below 333VOvervoltage protection 过压保护Fault is detected if DC voltage exceeds 911V Momentary power loss 片刻电源丢失Immediate fault stop Inverter overtemperature 变频器过热Temperature sensor on the heat sink Mechanical brake 机械制动Circuit breaker Braking transistor 可控电制动Electronic supervision for the braking chopper and for the braking resistor Ground fault 接地故障Provided by electronic circuitry Overspeed/stall,超速/失速/速度差异检查 speed difference supervision Independent measurement using pulse wheel or encoderAmbient conditions 外界条件Ambient temperature 外界温度 -10°C ... +55°C (14°F ... 131°F) for ED ≤60% Storage temperature 储藏温度 -40°C ... +60°C (-31°F ... 140°F) dryHumidity 湿度<95%RH (no condensation) Altitude 海拔Maximum 1000m at In. Above 1000m: In reduces 1% per each 100m. Above 3000m: consult factory.Vibration 振动Operation: maximum displacement amplitude 3mm at 2-9Hz. Maximum acceleration amplitude 0.5g (5m/s²) at 9-200HzConforms to LV and EMC directives.1.2 Type mark coding 变频器型号标识D2H and D2C can be summarized as "crane motor control systems, which controls the speed by changing the frequency of supply voltage of a squirrel cage motor". A stepless speed adjustment can be achieved by this method. D2H 和D2C 可以概括为一种通过改变鼠笼马达电压的频率来控制马达速度的起重机控制方式.通过这种方式可以实现一个无级调速机构.Type marking is shown below. 型号标识如下:Control voltage 控制电Y 42VAC, 50/60Hz V Device name 系统名字 D2HD2CPower rating class 功率等级002 – 132D2H 007 F Supply voltage 供电电压 F 380 - 500VAC, 50/60Hz 压 P 48VAC, 50/60HzT 115VAC, 50/60Hz V 230VAC, 50/60Hz 53 Revision code 版本代码The latest revision may differ 最新的版本可能有差异D2H 007 F V 53 A 0 0 1 0Braking type 制动类型 A External resistor 外接电阻 B Internal resistor (included only D2C up to 015F) 内接电阻 AMounting 安装0 Standard panel 标准格式 0Emission level 散热等级 0 Unlimited (non EU-area or non-grounded network) 无限制 N Limited (EU-area, grounded network) 有限制 0Boards 速度检测板0 Standard 标准配置 1 Standard with speed supervision 带有速度检测的标准配置 2 Profibus 总线控制 3 Profibus with speed supervision 带有速度检测的总线控制 8 Relay 继电器控制 9 Relay with speed supervision 带有速度检测的继电器控制 1Special 特别选择 0 None 无L Varnished boards 油漆色卡 01.3 Basic description简要描述D2H and D2C have many advantages and offer many new features, when compared to other inverter based systems, which might be used in crane applications. D2H和D2C在起重机运用方面同其他通用变频器相比有许多优点和特点.Inverter 变频器The inverter in D2H and D2C is a crane inverter. The specific crane features for the inverter hardware and the special software are achieved by combining the experience and know-how of crane applications with the latest technology. The inverter uses vector calculation for several different motor control modes. 变频器在D2H, D2C中是起重机专用变频器.通过结合经验和在起重机运用技能方面的先进技术来获得特殊起重机变频器硬件和软件的特色.Crane user interface 起重机和D2H,D2C的变口All D2H and D2C have exactly the same interface with pre-designed locations for all typical crane functions. The main part of this interface is carried out by a terminal strip, which has separated sections for signals with main, control and electronics voltage levels. 针对所以具有代表性的起重机的功能,D2H D2C都有设计预留的相同的接口.主要接口部件是通过端子执行命令而且主电源和控制电源以及电源线是分开.Brake control 制动控制D2H and D2C include the brake contactor for disk brakes. D2H also includes it’s own DC-rectifier. D2H和D2C包括了控制盘式制动器的刹车接触器.还包括了制动器直流镇流器.Electrical braking 电气制动D2H and D2C include a braking transistor, which is dimensioned for every crane application. For resistor braking D2H and D2C are equipped with external resistor, D2C also with internal braking resistor up to 015F.每一台起重机的应用D2H D2C包括了制动可控硅.D2H D2C配置有外置刹车电阻.一直到015F为止的D2C配置的是内置刹车电阻.Control methods 控制模式D2H and D2C can be controlled by the electronic potentiometer control with 2-step pushbuttons, the potentiometer control with analog joystick-type control, the automation control with PLC and radio controls and by the multistep control with 2-4-step controllers. All these control methods are available with every D2H and D2C. 二档按钮电位计控制,摇杆电位计控制,PLC自动控制和二-四档的无级遥控控制都能操作D2H和D2C系统.所有的控制方式适用每一个D2H和D2C.Limit switch functions 限位开关功能D2H and D2C have built-in slowdown and stop limit switch functions for both running directions. D2H和D2C多有内在的双向减速和停止功能.Speed supervision 速度检测D2H includes a speed supervision unit SSU, which is separate from the inverter and not dependent on software. This safety circuitry is used to monitor the speed of the motor. In case of speed difference, overspeed or stall, the speed supervision unit stops the motion immediately. D2C can also be equipped with SSU. D2H包括了一个速度检测单元SSU.它跟变频器是分开的.也不依赖系统软件.它的安全电路监视马达的速度.引起的速度差异, 超速或失速, 速度检测单元能马上停止机构. SSU也能适用D2C.Protections 保护D2H and D2C include a motor thermal protection, which is based on motor temperature measurement by thermistors placed in the motor windings. A great number of other protections included in every D2H and D2C are shown in the technical data. D2H和D2C包括一个马达的热保护. 它由安置在马达绕组内的热敏电阻组成马达的测量系统.在技术参数中显示D2H和D2C还包括许多其他保护.1.4 Main components 主要部件The main components are: 主要部件是:D2H D2CA1 Inverter变频器002-132F 002-132FF7 Brake supply circuit breaker刹车供电断路器007-132F 002-045FK7 Brake contactor刹车接触器002-132F 002-045FG1 Brake control unit REC12刹车控制单元REC12 002-011FG1 Brake control unit ESD141 刹车控制单元ESC142 015-132F055-132F 055-132FF71 Circuit breaker for the second brake contactor二级刹车供电断路器二级刹车接触器K71 Second brake contactor二级刹车接触器055-132F 055-132F002-015F R1 Internal braking resistor unit (only D2C B-models)内置刹车电阻 (仅仅是D2CB模式)The most important external components are: 大部分重要的外围部件是:R1 External braking resistor unit for A-models外置刹车电阻 (仅仅是D2CA模式)M1 Motor马达Y1 Mechanical brake机械刹车A5 KAE234 Proximity switch buffer amplifier for speed sensor 速度传感器 (接近开关) 的缓冲放大器KAE234B5 Speed sensor (P-models)速度传感器 (仅仅是P模式)B6 Encoder (N-models) 脉冲编码器 (仅仅是N模式)Thermal sensor for motor protection 马达保护的温度传感器Overload protection device (e.g. Premium) 超载保护设备 (例如: Premium)Control devices (switches, pushbuttons, potentiometers etc.) 控制设备 (限位按钮电位计等等)Limit switches 限位开关1.5 Functional description功能描述See circuit diagrams for following descriptions of operation.对于以下操作的描述.请参见电路图纸.Operation when power is switched on.电源启动后的操作− Limit switches S11, S12, S21 and S22 are assumed to be closed, as well as the emergency stop button ES.假定限位开关S11, S12, S21, S22 还有紧急停止按钮都是闭合.− The control voltage is supplied to A1 control inputs (external 42V…230V control voltage). The main voltage is connected to inverter power supply and inverter wakes up. If the control voltage is connected to RDY-signal and the fault circuit is OK, inverter is ready to operate in about 1-2 seconds. A1控制单元接收控制电压的输入(外部电压42V-230V) 变频器的主电源也连接好, 此时变频器被激活, 如果控制电压也已连接到RDY信号以及故障电路是正常, 那么在1~2秒时间变频器已缴作好操作.− If either one of the direction signals S1 or S2 is on, the display shows F6 and running can begin only after the direction signals have been off for a while. 如果方向信号S1或S2接通,那么显示器显示F6,同时方向信号消失一会儿后运行才能开始.Normal operation正常操作– For the description of the speed reference setting see chapter 1.6 "Control methods". 关于速度参考设定的说明,可见1.6章”控制模式”.– Running starts when switch S1 (S2) closes. Closing the contact ROB2 on A1 energizes K7, which opens the brake (in models 055F-132F the brake can be controlled also by K71). D2H and D2C accelerate according to the acceleration ramp setting to the selected speed.当开关S1(S2)闭合时机构开始动作.变频器A1的ROB2继电器闭合使K7得电, 打开制动器.(在型号为055F-132F的产品中,制动器也可以通过K71来控制).D2H和D2C是按照设定的加速度来执行加速的.– When the switch S1 (S2) opens, D2H and D2C stop according to the deceleration ramp setting and the brake closes.当开关S1(S2)断开时, D2H和D2C是按照设定的加速度来执行停止.并使抱闸抱拢.– R1 dissipate the regenerated energy during deceleration and lowering periods. The power supply to R1 is controlled by A1. If the braking resistor fan(s) are included in external resistor unit, they start to operate when power is supplied to the braking resistors. The cooling continues about 4-5 minutes after electrical braking to ensure that the temperature of the resistors drops below 150°C (302°F).系统在减速和下降期间产生的在生能量在R1消耗. R1的电源有A1控制.如果制动电阻单元包括冷却风扇, 那么R1得电同时风扇也工作.连续4-5分钟冷却可以确保制动电阻的温度下级到150°C (302°F) 以下.Other features 其他特性– Slowdown limit switches S11 and S21 provide position dependent frequency limiting. S11 S12限位通过低频来获得减速的区域.– Any reason, which opens the contact RDY, stops the operation of inverter A1.不管任何理由RDY继电器打开,必然使运行的变频器停止.– In case of overload, motor overheating etc. the hoisting can be disabled by cutting the direction signal in terminal X1: 8.超载,马达过热等信号能切断方向信号的X1:8端子来阻止上升.– Thermistor relay function, which can be used when needed.当需要时,可以使用热敏电阻继电器的功能.– When the stop limit switch S12 or S22 opens, K7 (K71 in models 055F-132F) de-energizes and the mechanical brake stops the motion.当停止限位S12或S22打开,K7(在型号055F-132F中应为K71)失电,刹车停止工作.– Independent speed supervision unit, SSU.独立速度检测单元SSU.– The speed measurement and supervision can be done either with encoder, bearing encoder or proximity switch. The measured signals are square wave pulses. The frequency of the pulses is proportional to the speed of the motor and if the frequency is too high, overspeed is detected. If there are no pulses a stall situation is detected. If the actual speed differs too much from the supply frequency of the motor, the speed difference supervision stops the motion.轴承式脉冲编码器和接近开关二者之一都能成为速度的测量和检测单元.测量出的信号是方型波. 方型波的频率和马达的速度是成正比例. 如果方型波的频率太高,那么超速故障就被检查出. 如果方型波的频率为零, 那么失速故障就被检查出.如果供给马达的频率跟实际的速度有很大差别, 那么速度差异故障就被检查出并且停止机构.– Proximity switch buffer amplifier amplifies the sensor pulses and filters out disturbances. The amplifier is located close to the sensor.接近开关用缓冲放大器起放大和过滤作用,它被安置在传感器附近.– The extended speed range ESR can be used, if the signal FWE (field weakening enabled) is on. Then it is possible to run up to twice the nominal speed depending on the application.如果FEW(弱磁调速)信号接通,就能使用ESR速度扩展,它有可能使传动速度提高到正常速度的二倍,但取诀于实际运用.1.6 Controlmethods控制模式There are four different control methods (command modes) available. All of them are available without any changes in the hardware or software. Any single D2H or D2C can be controlled either by a pushbutton controller in EP-mode, by a joystick type controller with a potentiometer located in the cabin in PO-mode or by a process computer in AU-mode. The only external device needed is a switch to select the desired control method.有四种不同的控制模式(命令方式)可供使用. 使用中无需对硬件和软件作任何更改.由一个按钮控制器以EP方式,或者由带电位计的摇杆控制器固定在驾驶室以PO方式,或者由过程计算机以AU方式来控制单个D2H或者D2C.唯一需要的外部设备是一个开关来选择所期望的控制模式.EP Electronic motor potentiometer function.电动马达电位计功能− Stepless control using a 2-step pushbutton controller.利用二档按钮控制器实现无级控制.− EP3 stepless control using a 3-step controller.利用三档控制器实现EP3无级控制.PO Potentiometer control using a joystick type controller.使用遥杆控制器的电位计控制.− Requires a single 15V power supply (included in D2H/D2C).需要一个15V的单相电源(包括在D2H和D2C中)− Any additional amplifier is not needed.不需要任何附加的放大器AU Automation control自动控制− For any control device with an output in the range of 0-10V.− E.g. radio-controls, process computers.对任何具有0-10V电压输出的控制设备.例如:无线电控制器,过程计算机.MS Multistep control (2-4 steps as standard).多级控制 (标准2-4级)− Requires programmable digital inputs for speed reference steps(included in D2H/D2C).速度参考等级是由可编程的数字输入来定的.Command mode selection命令模式选择The command mode (EP, PO or AU) is selected by the switches CMS and AP. Normally the selection can be done only when the motion is stopped (not when running), but in special applications changing the mode is allowed during run by changing parameter values.命令方式(EP,PO,AU)可用开关CMS和AP来选择.通常只能在马停转时(不在运行时) 方可进行选择, 但某些特殊的运用场合, 通过改变参数值, 使得在马达运行其间也允许改变其命令方式.PO- and AU-modes PO和AU模式PO- and AU-modes select either of the analog inputs for speed reference. Both analog inputs can be adjusted similar from 0V to 10V (radio or PLC-reference) or from 10V to 6.7V (potentiometer). As default, Ain1 is used in PO-mode and Ain2 is used in AU-mode.PO和AU模式多选择了模拟输入作为速度参考.0-10V (遥控和PLC的参考值) 和10-6.7V(电位计的参考值)的电压值是可以调整的.缺省值:Ain1作为PO模式的模拟输入,Ain2作为AU模式的模拟输入.Ain1 / PO Ain1 / PO Ain2 / AU Ain2 / AU Ain1 / PODIA3 AP not usedAP没用AP not usedAP没用AP not usedAP没用AP = 0AP断开AP = 1AP闭合DIA4 CMS not usedCMS没用CMS = 0CMS断开CMS = 1CMS闭合CMS = 1CMS闭合CMS = 1CMS闭合EP-mode EP模式EP-mode selects the AP-button for speed reference. EP step 1 iscommand for minimum speed or hold speed. EP step 2 is the acceleration command.EP模式选择AP按钮用于速度参考, EP一档是低速或保持速度, EP二档是加速命令.EP step 1 EP step 2 EP step 1 EP step 2DIA3AP = 0AP断开AP = 1AP闭合AP = 0AP断开AP = 1AP闭合PDIA4CMS not usedCMS没用CMS not usedCMS没用CMS = 0CMS断开CMS = 0CMS断开Synchronization 同步传动If required, two or more D2H or D2C can be run in precise synchronization. A separate synchronization controller is needed for this. The same speed reference (in EP- or PO-mode) is connected to every D2H or D2C and the correction signal for synchronization is connected to all D2H or D2C to input AIN2+. The speed reference signal of each D2H or D2C can also be modified separately by a PLC. Synchronization is activated by parameter selection.如果需要,也可以对二个或多个D2H或D2C进行精确同步的传动.为此需要加装单独的同步控制器. 要将相同的速度参考值连接每个D2H和D2C,同步器的修正值连接所有的D2H和D2C的AIN2输入,每个D2H和D2C的速度参考值也可以由PLC进行单独修改.同步操作是由参数选择来执行的.Description of the control methods 控制模式的描述EP-control requires two 2-step pushbuttons, one for each direction. The operation is as follows: EP 控制要求二个双速按钮, 一个方向一个, 操作如下: − The rest position means standstill (0-position) 中位意思是停止位(0位)− During run the rest position means deceleration回到中位的运行意思是减速. − Step one (switch S1 or S2) means hold speed (S1或S2) 一档意思是保持速度.− When starting, step one means acceleration up to the minimum speed 刚开始时一档意思是加速到最小速度值. − Step two (switch AP) means acceleration (up tothe maximum speed if desired)二档(开关AP)意思是加速(加速到要求的最大速度值)− At the maximum speed step two means holdspeed, because the maximum speed cannot beexceeded在二档的最大速度值是保持速度,因为最大速度是不能确定的.shbutton position 按钮位置rest = deceleration 减速step 1 = hold speed 保持速度 EP-mode EP 模式 EP3-controloperation is as follows: EP3控制要求一个三档的控制器, 操作如下:− The rest position means standstill (0-position)中位意思是停止位(0位) − Step one (switch S1 or S2) is the minimum speed command 一档 (S1或S2方向)是最小速度命令.− Step two (EP hold command) means hold speed 二档(EP 保持档) 意思是保持速度.− Step three (switch AP) means acceleration (up tothe maximum speed if desired)三档(开关AP)意思是加速(加速到要求的最大速度值)− When releasing the controller, step one meansdeceleration down to the minimum speed当释放控制器到一档意思是减速到最小速度值.Pushbutton position 按钮位置rest = stop 停止EP3-mode EP3模式PO-control requires a controller with potentiometer. The operation is as follows:PC 控制要求一个带电位计的控制器, 操作如下: − When the controller is at the rest position the potentiometer is at the middle position causing zero speed 当控制器在停止位时, 电位计也在中间位, 结果是零速. − closing the direction switches (S1 and S2) 控制命令是由方向开关 (S1或S2)单独的闭合来控制的.− When the operator turns the controller to any direction, the speed increases 当操作者在任一方向转动控制器时 , 速度增加.− The same turning angle of the controller causes asmaller change in speed, the closer the speed isto the minimum speed 控制器相同的旋转角度会产PO- and AU-modes PO 和AU 模式生一个相同的速度变化, 控制器越接近关闭就越接近于最小速度.AU-control requires an analog reference from radioor PLC. The operation is as follows:AU控制要求一个来自遥控或者PLC的模拟参考值. 操作如下:− The speed linearly follows the input signal. 0Vmeans zero speed and the higher the voltage, thehigher the speed输入信号与速度成线性关系.0V意思是零速度.− Run commands are controlled separately byclosing the direction switches (S1 and S2)− 控制命令是由方向开关(S1或S2)单独的闭合来控制的.MS-controloperation is as follows: MS控制要求一个2-4档的控制器. 操作如下:− Each step has its own frequency每步多有自己固定的频率.− The frequencies are freely selectable频率能自由选择.− When controller is set to a certain step, the speedMS-mode MS模式changes to equal value 当控制手柄置于一个确定的档位, 那么速度的变化等于该档所对应的值.1.7 Mechanical brake control机械制动器控制The brake is controlled so that during starting the motor first generates torque and after that the brake is opened. The same applies for stopping; while the brake is being closed, the motor still generates torque. During a direction change, the brake is kept open all the time. D2H/D2C decelerate the motor to a stop according to the set deceleration time when the run command is switched off, so the brake is used only as a holding brake. This way brake wear is minimized. Only if a failure occurs or the emergency stop button is pushed, the brake closes immediately stopping the motor and the load. 制动器受电气控制,这样在启动期间,马达首先产生转矩,之后制动器才被打开.这同样也适合于停止. 当制动器闭合时,马达仍在产生转矩.在运行方向改变期间, 制动器始终保持打开. D2H/D2C在运行指令关掉后根据设定的减速时间对马达进行减速,直至停止.所以制动器仅仅是一种停止时抱闸刹车,这样制动器的磨损就可以减少到最小程度.只有在出现故障或按下紧急停车按钮时,制动器才会立即闭合,使马达和负载停止.The motors of CXT-hoists and SM-trolleys have an electromechanical disk brake. The disk brake is opened and kept open during run by DC-voltage. When there is no voltage present the brake is closed and also kept closed by spring force.CXT马达和SM小车马达都有一个电磁盘形制动器.在运行期间盘形制动器由直流电压加以打开并保持打开, 当直流电压不存在时, 制动器就闭合, 并依靠弹簧力来维持闭合状态.2-phase AC- D2C 002-045F D2C models 002F-045F include an AC-supply from two phases for the disk brake control. D2C controls this line and it is protected by an adjustable circuit breaker (max.4.0A). A rectifier included in the motor rectifies the AC-voltage to DC-voltage brake coils. D2C型号002F-045F 都装有两相交流电源用于盘形制动器的控制.D2C控制这一制动回路有一个可调的断路器(最大电流 4.0A)来作为保护. 马达中有一个整流模块,它将AC电压整流成DC电压来控制制动器线圈.REC12- D2H 002-011F D2H models 002F-011F have a built-in REC12 brake control unit, which is a line voltage half-wave rectifier (max.1.25Adc). The half-wave type rectifier reduces losses and is enough to open the brake. There is a contactor to switch the line voltage on and off. An external control unit is needed to control other brake types. D2H型号002F-011F有一个固化的REC12制动器控制单元,它是一个单相半波整流模块(最大.1.25Adc), 此种类型单相半波整流模块可以减少损耗而且足够打开制动器.有一个接触器来控制这一制动回路的开和关.如果需要控制其他类型的制动器那么需要一个外置的控制单元.ESD141- D2H 015-110F D2H models 015F-132F have a built-in ESD141 brake control unit, which is a line voltage full/half-wave rectifier (max.1.25Adc). Full-wave rectification is used to open the brake quickly. Then, the rectifier changes to a half-wave type, which reduces losses, but is enough to keep the brake open. There is a contactor to switch the line voltage on and off. The same contactor also disconnects the DC-voltage directly from the brake coil, which guarantees that the brake closes fast. An external control unit is needed to control other brake types. D2H型号015F-132F有一个固化的ESD141制动器控制单元,它是一个单相全波/半波整流模块(最大.1.25Adc),全波整流用来快速打开制动器,然后整流改变成半波,这样可以减少损耗而且足够打开制动器. 有一个接触器来控制单相电流的开和关.同一个接触器也能断开制动器线圈的直流电源,保证制动器快速关闭. 如果需要控制其他类型的制动器那么需要一个外置的控制单元.3-phase AC- D2H 055-110F - D2C 055-110F D2H and D2C models 055F-132F include a 3-phase AC-supply for the brake control. D2H and D2C control this line and it is protected by an adjustable circuit breaker (max.4.0A). When a shoe brake is used, brake closing is speeded up by capacitors. They are connected in parallel with the brake via the brake contactor NC-contacts. The connection is partially ready in D2H and D2C. Only the capacitors must be added outside D2H and D2C. This connection can also be used to control 2-phase disk brakes or a separate KA372B brake control unit.D2H和D2C型号的055F-132F产品有三相交流电源用于制动器的控制. D2H/D2C控制这一制动回路有一个可调的断路器(最大电流 4.0A)来作为保护.当使用闸瓦制动器时,由电容器使制动器快速闭合,电容器与制动接触器的常闭触点相并联.这种连接在D2H/D2C中部分已经准备好,只是电容必须加在D2H/D2C的外侧,这种连接方式也可以用来控制两相盘式制动器或一个独立的KA372B制动控制单元.1.8 Motor control modes 马达控制方式Open loop开环控制D2H and D2C have a built-in motor model, which calculates - one thousand times in a second - the values of the real motor. The input data needed for the calculation is the instantaneous value of the motor voltage from the ASIC and the measured motor current. Motor magnetic flux and shaft torque are calculated in the motor model based on the nameplate data of the motor. D2H/D2C内创建了一个一秒钟能计算一千次用于计算马达数值的马达模型，计算所须的输入数据为来自ASIC马达电压恒定值及测量到的马达电流，马达的励磁磁通和轴力矩也可在此基于马达铭牌数据的马达模型中得到计算。

行人碰撞腿部保护研究

大多数的胫骨伤害都归因于保险杠碰撞而引起的弯曲力矩，弯曲导致胫骨在发生撞击的一侧出现压缩应力，而另一侧则出现拉伸应力。当应力超过极限时，胫骨发生
图１行人下肢伤害的主要模式
骨折。股骨和腓骨也具有同样的伤害机理。
Ｋａｊｚｅｒ对膝关节受到横向碰撞时的伤害机理进行了详细的研究，指出膝关节伤害主要是由于横向平移位移导致的剪切以及角位移导致的弯曲两种伤害机理造成的。行人腿部膝关节位置通常是直接受到车辆保险杠的撞击，由于股骨运动的滞后使得关节面间发生剪切错位。这种剪切错位导致了膝关节韧带的拉伸，并在股骨髁和胫骨髁间隆凸间产生横向压缩力。横向压缩力导致关节接触表面出现集中应力，当应力超过其容忍极限时，胫骨髁间隆凸或股骨髁就会发生横向骨折。当膝关节横向弯曲时，关节一侧的韧带受到拉伸力的作用发生拉伸变形，与此同时，关节表面的另一侧则会受到轴向压缩力作用，导致集中应力的出现。当集中应力超过骨的压缩强度时，也会出现骨折伤害，如图２所示。
综述
行人碰撞腿部保护研究
郑巍
内容提要：本文从生物力学角度综合分析了行人与车辆碰撞过程中其腿部的伤害机理，并根据ＥＥＶＣ行人碰撞保护试验法规建立了腿部撞击器的有限元模型。利用该数值模型，本文针对某国产轿车进行了行人腿部保护的相关研究，并提出了相应的结构改进方案。计算结果表明，通过对保险杠的结构改进可以有效地减轻车辆对行人腿部的伤害，具有较高的可行性。
分析车身保险杠的结构可以发现，整个保险杠结构类似于一根简支梁，最外层为保险杠蒙皮，它通过螺钉固定在保险杠骨架上，保险杠骨架又通过保险杠支架与车身前纵梁相连接。无疑，在梁支承处的撞击工况相对于其它位置的碰撞而言更为恶劣，而Ｌ２碰撞位置正位于保险杠支架（梁支承处）附近。

HA470679U200 650V 无感ktor Vector 电机驱动器用户手册说明书

*HA470679U200-07*650V Quick StartFrames C - FSensorless Vector Volts/Hertz InvertersENGINEERING YOURSUCCESS.aerospaceclimate control electromechanical filtrationfluid & gas handling hydraulics pneumatics process control sealing & shieldingVisit us at USA: (704) 588-3246 UK: +44 (0)1903 737000HA470679U200 Issue 7Volts/Hertz mode – Basic open loop operation, used in fans/pumps and multi-motor applications.Sensorless Vector mode – Tight speed regulation with good transient torque capability, without the need for speed feedback.C O N T R O L M ODE SB E F O R E Y O U S TA R TThis document covers the steps necessary for a basic start up of the 650V drive. Drive start ups should be performed by qualified electrical technicians who are familiar with AC drives and their applications. For detailed installation and safety information refer to the Installation Manual. For advanced features and applications, refer to the Software Manual.Ensure that all local electric codes are met while installing the drive. Check that all live parts are covered to protect against electric shock and that unexpected rotation of the motor will not result in bodily harm or injury.This document expects that the drive is already installed in its intended location and that all relevant installation procedures have been followed. Please ensure that the drive has adequate ventilation so that ambient temperature does not exceed 45°C (112°F) under normal operating conditions.To access the terminals, loosen the two retaining screws at the bottom of the drive, pull up gently on the terminal cover and slide it off.P OW E R C O N N E C T I O N S •3-phase supply to L1, L2, L3. •Motor connections to M1, M2, M3 •Brake resistor between DBR+, DBR-•Motor thermistor to MOT TEMP •Common Bus to DC+, DC-•Frame F only: 115/230V fan supply to L,NGround lugs have been provided for each of the power circuits. Follow proper grounding and shielding methods as described in chapter 3 of the Installation Manual,If the stop time is expected to be less than the natural coasting time of the load, order the factory mounted braking module option on frames D through F. Frame C has a built-in braking module. Connect the braking resistor across DBR+ and DBR-.The power terminals shown are for frame D. Although other frames may vary slightly in appearance, their terminal designations and functionality are identical. However, the Frame F unit requires an auxiliary supply for the cooling fan. Refer to Chapter 3.All calibration is done in software, through the keypadSETUP PARAMETERSP1 Application Select Select the application macro P2 Max Speed Set max speed in Hz P3 Min Speed Set min speed in % P4 Acceleration time Accel time to Max Speed in sec P5 Deceleration time Decel time from Max Speed in sec P6 Motor Current Motor full load current in amps P7 Base Frequency Motor nameplate frequency in Hz P8 Jog Setpoint Set jog speed in % of max speed P9 Stop Mode 0=Ramp; 1=Coast; 2=Injection braking P11 V/Hz shape 0=Linear; 1=Quadratic (fan or square) P12 Overload Rating 0=150% for 30s.; 1=110% for 10s. P13 Fixed Boost Set boost in % volts (V/Hz mode only) P99 Password Set from 0001 to FFFF for protectionDIAGNOSTICSd1 Frequency Output frequency (Hz) d2 Speed Setpoint Speed SP (% of Max Speed) d3 DC Link Volts Voltage of DC Bus d4 Motor Current Motor Current (amps)Power-up screenPO W E RONC A L I B R AT I O NSAVINGChanges takeeffect as soon as they are entered and parameters aresavedautomatically in a few seconds•Start contact at 6,7 •Jog contact at 6,9 •Reverse Direction contact at 6,8•Health volt-free contacts at 14,15If using three wire control •Start button (n.o.) at 6,7 •Stop button (n.c.) at 6,10Speed potentiometer: 1 (Low), 4 (High), 2 (Wiper) OR External speed reference: 1(-) and 2(+)The drive powers up in LOCAL MODE. Use the green/red buttons to start/stop and the up/down arrows to adjust speed. To switch to REMOTE MODE, hold the STOP button down until L0C disappears. To revert to LOCAL MODE: At the rdy screen, push STOP until L0C appears.Associated Literature650V Installation Manual HA467652Uxxx650V Software Manual HA466358UxxxS E R I A L C O M M SThe Serial Communication option is factory installed and must be ordered with the drive. It can be used to exchange information between the Master and Slave drives in RS485/232 format. Up to 32 units can be connected together.C LO N I N G650V drives may be cloned using the 6514 Clone option that plugs into the keypad port. Settings include to/from, I/O configuration and full/part transfer.A DVA N C E D F E AT U R E SThe 650V has additional features which can be accessed via the drive menu or using DSELite. Refer to the product manual for details.Flycatching - When enabled, lets the drive start into a spinning load by doing a frequency search.Skip Frequencies – Two selectable avoidance frequencies and associated window for each.PID – Provides closed loop process controlS-Ramp – When enabled, introduces a second order slope to the ramp for smoother transitions.Configurable Outputs – The digital outputs on the 650V can be configured to pick one of 6 parameters. The outputs on the 650V are totally configurable.Auto Restart - After a fault, the drive attempts a number of restarts after a settable delay.Custom Screens - Allows the use of a Custom parameter to be displayed.Encoder – Terminals 12 &13 can be used for a quadrature (not complementary) encoder input for steady-state speed feedback.。

技术数据公告160 'Series C' 智能速度调速器说明书

Technical DataBulletin 160“Series C”Smart Speed ControllersA Step Above the Rest…Bulletin 160 Smart Speed Controller (SSC™) with Sensorless Vector PerformanceThe Bulletin 160 Smart Speed Controller is available in models Array rated between 0.37 to 4 kW (0.5 to 5 horsepower) with voltageratings 200-240V and 380-460V three-phase input and 0.37 to1.5 kW (0.5 to 2 horsepower) 200-240V single phase input.When the Bulletin 160 SSC was ﬁrst introduced in the market,its innovative design helped set the standard for futuremicrodrives. With the Series C design, expanded power ratings(through 5 HP, 4 kW), increased functionality and an enhancedhardware design place the Bulletin 160 SSC a “Step Above theRest” for small drive applications!2Bulletin 160 “Series C” Smart Speed Controllerwith Sensorless Vector PerformanceTechnical DataTABLE OF CONTENTSStandard Drives ProgramDescription PageCatalog Number Description . . . . . . . . . . . . . . . . . . . . .5Product Selection . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5Operator Interface & Communication Devices . . . . . . .6Accessories . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7Accessories and Repair Parts – Field Installed . . . . . .8Bulletin 160 Block Diagram . . . . . . . . . . . . . . . . . . . . .10Branch Circuit Block Diagram . . . . . . . . . . . . . . . . . . .10Specifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .11Approximate Dimensions . . . . . . . . . . . . . . . . . . . . . .13Communication Module Specifications . . . . . . . . . . . .17Display Parameter Descriptions . . . . . . . . . . . . . . . . .17Program Parameter Descriptions . . . . . . . . . . . . . . . .18Standard Drives Program – 160ZCatalog Number Description . . . . . . . . . . . . . . . . . . . .19Product Selection . . . . . . . . . . . . . . . . . . . . . . . . . . . .19Operator Interface➀ & Communication Devices . . . .20Specifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .21Approximate Dimensions . . . . . . . . . . . . . . . . . . . . . .23Standard Packaged Drive ProgramOrdering Instructions . . . . . . . . . . . . . . . . . . . . . . . . . .24Custom Configured Drives Program . . . . . . . . . . . . . .24Catalog Number Description . . . . . . . . . . . . . . . . . . . .24Product Selection . . . . . . . . . . . . . . . . . . . . . . . . . . . .24Factory Installed Enclosure Options . . . . . . . . . . . . . .25Option Rules . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .25Approximate Dimensions for 160 NEMA Type 4/12 & 4XStainless Steel Enclosures . . . . . . . . . . . . . . . . . . . . .2634The 160 SSC (Smart Speed Controller) is a compact variable speed drive for use on three-phase induction AC motors. It is microprocessor controlled and fullyprogrammable for a variety of applications.Standard Features Include:•Ratings of 0.37-4.0 kW (0.5-5 HP)•Very Compact Design •Feed Through Wiring •IGBT Technology •PWM Control •Quiet Operation •ProgrammableStandard Drive Conﬁgurations:•IP20 (Open Style)•Chassis Mount•160Z (IP 65/NEMA 4X)Standard Packaged Drives Available:•IP66 (NEMA 4/12)•IP66 (NEMA 4X)Approvals:•UL (UL 508C)•C/UL (CSA 22.2)•CE ➀ EMC Directive (EMC: EN61800-3, EN50081-1, EN50082-2)Low Voltage Directive (LVD: EN50178, EN6024-1)•C-Tick AS/NZS2064➀External components and proper guidelines must be followed. Refer to the 160 User Manual for details.Your order must include •Catalog number of the drive•If required, catalog number of any accessories and/or factory installed options.5➀ The Bulletin 160 comes standard with a Ready/Fault indication panel. To order a drive with a Program Keypad Module installed, add sufﬁx “ P1 ” to the catalog number.For example: Catalog Number 160-AA02NSF1 becomes 160-AA02NSF1 P1 ➁ Meets IP54/65/66 (NEMA 12/4/4X) when installed in suitable enclosure. ➂ For pricing information refer to the Bulletin 160 Price Sheet.160–AA02NSF1P1Bulletin NumberDrive Rating (must be speciﬁed)Enclosure Rating (must be speciﬁed)Control Model (must be speciﬁed)Programmer (optional)FAULTREADYDeviceNetFor pricing information refer to the Bulletin 160 Price Sheet. 67AccessoryDescriptionOrderingInformation DimensionInformation Dynamic Brake Module - Provides external dynamic braking capability for applications with a duty cycle rating not exceeding 5%. Parameter 52 (DB Enable) must be set to 5% to achieve this performance level. Forapplications greater than 5%, a resistor package must be properly sized to avoid overheating.See Page 8See Page 14Capacitor Module - Provides extended ride through capability and increases inherent braking performance. This module connects to the load side power terminals marked DC- and DC+.See Page 9See Page 14Line Filter Module - Reduces conductive emissions to meet EMC compliant installations. The line ﬁlters are designed so that the drive can be mounted on top (piggyback) of the line ﬁlter module to help reduce overall enclosure size.See Page 9See Page 15Line Reactor - Provides input power conditioning when installed on the line side of the drive, or reﬂected wave protection when installed on the load side of the drive. When used for reﬂected wave protection, the reactor should be mounted close to the motor. Consult the 160 Drive User Manual for recommendations on when to use this device.See Page 8See Page 15RWR Module - Reduces potentially destructive reﬂected wave spikes that can occur in applications with long cable distances between the drive and motor. This device is designed for installation close to the output terminals of the drive. Consult the 160 Drive User Manual for recommendations on when to use this device.See Page 8See Publication 1204-5.124V DC Interface Module - Allows use of 24V DC “sink logic” control. Two versions are available, one for preset speed models and one for analog signal follower models. The 24V DC interface attaches directly to the drives' control terminal block.See Page 8No added panel space is necessary with this device.8➀ Series B 24V Interface Modules are required for use with Series C Drives.➁ Catalog numbers listed are for 3% impedance open style units. NEMA Type 1 and 5% impedance reactor types are also available, refer to publication 1321-2.0. ➂ TWO UNITS MUST BE USED, wired in parallel.➃Refer to Publication 1204-5.1 for dimensional information on RWR Devices.➄ The 1204-RWR2-09-B may be used at a 10.5 Amp current rating providing the cable length from drive to motor is less than 122 meters (400 feet). ➅ For pricing information refer to the Bulletin 160 Price Sheet.Catalog Number ➅ Catalog Number ➁➅ Catalog Number ➃➅ 160-BMA1160-BMA21321-3R4-B 1321-3R4-A 160-BMA11321-3R4-A 160-BMA21321-3R8-A 160-BMA21321-3R12-A 160-BMA2 ➂ 1321-3R18-A 1321-3R2-B 1204-RWR2-09-B 1321-3R2-A 1204-RWR2-09-B 1321-3R2-A 1204-RWR2-09-B 1321-3R4-B 1204-RWR2-09-B 1204-RWR2-09-B 1204-RWR2-09-B➄9➀ The 160LF type ﬁlters have been tested with a maximum motor cable length of 75 meters (246 feet) for 230V units and 40 meters (131 feet) for 460V units. Refer to the 160 User Manual (publication 0160-5.15) for detailed installation considerations.➁ The 160RF type ﬁlters have been tested with a maximum motor cable length of 25 meters (82 feet) for both 230V and 460V units. Refer to the 160 User Manual for more detailed installation considerations.➂ For pricing information refer to the Bulletin 160 Price Sheet.➃ Bulletin 160 Series C drives (with proper ﬁlter) meet:– Overall EMC requirements of EN61800-3 for Second (Industrial) Environments– High frequency conducted and radiated emissions of EN61800-3 for (First) Residential Environments – High frequency conducted and radiated emissions of EN55011 for (Second) Industrial Environments ➄ Must mount separately when used with Series C drives. ➅ Must be used with Series C drives.Catalog Number ➀➂➃ Catalog Number ➁➂➃➅ Catalog Number ➂ 160S-LFA1160S-RFA-9-A 160-CMA1160S-LFA1160S-RFA-9-A 160-CMA1160S-LFA1160S-RFA-9-A 160-CMA1160S-LFA1 ➄160S-RFA-16-B 160-CMA1160-LFA2160-RFB-5-A 160-CMA1160-LFA2160-RFB-5-A 160-CMA1160-LFA2160-RFB-5-A 160-CMA1160-CMA1160-CMA1160-CMA1160-CMB1160-CMB110Short circuit and overload protection are requirements of any motor branch circuit. Input power conditioning, CE conformance, motor cable length and motor cable type (reﬂected wave and capacitive current coupling considerations) are important considerations of drive applications.Branch Circuit Protective Devices (Consult the 160 User Manual)Class 10 Overload Protection – provided by the 160 drive Line (EMC) Filter – See page 7Motor – See publication 1329R-1.0Dynamic Brake Module – See page 7Motor Cable Type and Length Recommendations –(Consult the 160 User Manual)Operator Interface or Communication Module –See page 6Input Power Conditioning – See Line Reactor on page 7Reﬂected W ave Protection – See Line Reactor or RWR Module on page 7Capacitor Module – See page 70.37 kW-2.2 kW (0.5-3 HP), Three-Phase, 200-240V AC & 380-460V AC0.37 kW-0.75 kW (0.5-1 HP), Single-Phase, 200-240V AC Approximate Weight is 0.94 kg (2.07 lbs.)4.0 kW (5 HP), Three-Phase, 200-240V AC & 380-460V AC1.5 kW (2 HP), Single-Phase, 200-240V AC Approximate Weight is2.37 kg (5.23 lbs.)*NOTE: 12.7 mm (0.50 in.) is required around the top, bottom and front of all drives. No clearance is required between drives with the exception of the 2.2 kW (3 HP) rating which requires 8.4 mm (0.33 in.).Chassis Mount, All Ratings Approximate Weight is 7.26 kg (16 lbs.) through 1.5 kW (2 HP) and 7.71 kg (17 lbs.) for 2.2 kW (3 HP)Dynamic Brake Module Capacitor ModuleLine ReactorLine Filter ModuleThree-Phase ﬁlter shown (single-phase ﬁlter is the same size)DeviceNet and RS-232 ModuleRemote Keypad Module➀Required for module removal.➁Module adds this dimension to the overall drive depth.➀➀When using 160Z as wall mount, communication modules should be ordered as separate options. See page 20.➁For 160Z drives mounted on motors, consult factory.➀➀160-P1 is not compatible with 160Z drives.➁160-RPA is not required with 160Z drives. 160-RPA circuitry is included as standard.➂Includes 10 pin DeviceNet Connector.➃For mounting with Allen-Bradley 1329RS motors, cast iron, severe duty.➄For mounting with SEW, D-Type IEC motors.➅Maximum continuous output is 3.0 kW at 40°C and 4 kHz, 3.7 kW at 35°C and 2 kHz.AccessoryCatalog No.Remote Keypad Module Module for remote mounting. Has program, monitor and operator interface capability.160-P2CopyCat Keypad ModuleHand held module with upload/download capability to program, monitor and control drive.160-P3Cables ➁Connects the 160Z to either the Remote or CopyCat Keypad Module.- 1 meter cable, locking each end - 3 meter cable, locking each end - 5 meter cable, locking each end160Z-C10160Z-C30160Z-C50Communication Modules and AccessoriesAllow control and monitoring of parameters via the networks listed below. These modules can be mounted inside the 160Z.-DeviceNet ™-RS-232 Serial Communication -Profibus -Interbus-RS232 Communication Terminal Block -Profibus Communication Terminal Block-Interbus In/Out Communication Terminal Block -Interbus Side Metal plate (5 holes)160-DN2 ➂160-RS1160-PD1160-IB1160Z-RTB 160Z-PTB 160Z-ITB 160Z-ISM Motor Adapters-NEMA motor, 0.5 - 2 HP ➃-NEMA motor, 3 - 5 HP ➃-SEW, IEC Motor, 0.37-1.5 kW ➄-SEW, IEC Motor, 2.2 kW ➄-SEW, IEC Motor, 3.7 kW ➄➅160Z-ABN1160Z-ABN2160Z-SEW1160Z-SEW2160Z-SEW3Hardware-Power cable glands-Motor cable glands, wall mounting only -Communication and I/O cable glands 160Z-G25160Z-G20160Z-G16Accessories-Debris cover, motor mount -Debris cover, wall mount -Fan replacement kit-Spare gasket kit (includes all gaskets)-Wall mounting kit (includes one 160Z-G20)-Wall mount adapter160Z-DC 160Z-DCW 160Z-FRK 160Z-GSK 160Z-WMK 160Z-WMADriveExplorer™ Software Windows based software package that provides an intuitive means for monitoring or con ﬁguring Allen-Bradley drives and communication adapters.See Publication 9306-PL001A-EN-P .RS-232 Serial Communication Module160-RS1DeviceNetCommunication Module160-DN2CopyCat KeypadModule 160-P3Remote KeypadModule 160-P2Pro ﬁbusCommunication Module160-PD1InterbusCommunication Module160-IB12122Wall Mount2324may be speciﬁed by assembling a single catalog number string that includes a base drive, enclosure and all required options.Ordering Instructions:1.Select basic Catalog Number based on application requirements (i.e. V oltage, Horsepower, Control Model and Enclosure Ratings).For example: a 200-240VAC, three-phase, 0.37 kW (0.5 HP), analog signal follower model and a IP66 (NEMA Type 4/12) enclosure. The catalog number is: 160-AA02SF1-AF .2.Select Enclosure Options and follow the Option Rules. For example: the catalog number with a fused disconnect switch and Start-Stop pushbuttons is: 160-AA02SF1-AF- DS-D17.Compliance certi ﬁcations include:CE (Europe)UL/cUL (U.S. & Canada)Low Voltage Directive 73/23/EEC EMC Directive 89/336/EEC UL508CEN60204-1EN 61800-3CAN/CSA C222 No. 14EN50178EN 50081-2EN 50082-2C-Tick (Australia)AS/NZS2064.1Important: When the "EMC" option is selected, the product will ship with an RFI "RF" type ﬁlter. If the "EMC" option is not selected, reference the Bulletin 160 Series C User Manualfor proper installation instructions.Drive packages that cannot be ordered via a catalog number can be customized to meet customer requirements for speciﬁc options suchas special enclosure sizes and colors, terminal blocks, wire type, etc.160–AA02SF1–AF–DS-D1725Figure 10.37 kW-0.75 kW (0.5-1 HP), Single-Phase, 200-240V AC (without DS, P2C, LTN120, MX14 or EMC)0.37 KW-1.5 kW (0.5-2 HP), Three-Phase, 200-240V AC and 380-460V AC (without DS, P2C, LTN120, MX14 or EMC) .37 -.75 without the following options: DS, P2C, LTN120, MX14.Figure 20.37 kW-0.75 kW (0.5-1 HP), Single-Phase, 200-240V AC (without DS, P2C, LTN120, MX14 or EMC)0.37 KW-1.5 kW (0.5-2 HP), Three-Phase, 200-240V AC and 380-460V AC (without DS, P2C, LTN120, MX14 or EMC) with the following options: DS, P2C, LTN120, MX14.Figure 32.2 kW (3 HP), Three-Phase, 200-240V AC and 380-460VAC (with and without DS or with P2C, LTN120, MX14 or EMC)Diameter - 6 Places26Figure 41.5 kW (2 HP), Single-Phase, 200-240V AC (with DS, P2C, LTN120, MX14 or EMC)4 kW (5 HP), Three-Phase, 200-240V/380-460V AC (with DS, P2C, LTN120, MX14 or EMC)DeviceNet Connector Option LocationsFigure 5DNSC1 and DNSC2DNBC1 and DNBC227Corporate HeadquartersRockwell Automation, 777 East Wisconsin Avenue, Suite 1400, Milwaukee, WI, 53202-5302 USA, Tel: (1) 414.212.5200, Fax: (1) 414.212.5201Headquarters for Allen-Bradley Products, Rockwell Software Products and Global Manufacturing SolutionsAmericas: Rockwell Automation, 1201 South Second Street, Milwaukee, WI 53204-2496 USA, Tel: (1) 414.382.2000, Fax: (1) 414.382.4444Europe/Middle East/Africa: Rockwell Automation SA/NV, Vorstlaan/Boulevard du Souverain 36, 1170 Brussels, Belgium, Tel: (32) 2 663 0600, Fax: (32) 2 663 0640Asia Pacific: Rockwell Automation, 27/F Citicorp Centre, 18 Whitfield Road, Causeway Bay, Hong Kong, Tel: (852) 2887 4788, Fax: (852) 2508 1846Headquarters for Dodge and Reliance Electric ProductsAmericas: Rockwell Automation, 6040 Ponders Court, Greenville, SC 29615-4617 USA, Tel: (1) 864.297.4800, Fax: (1) 864.281.2433Europe/Middle East/Africa: Rockwell Automation, Br ühlstra ße 22, D-74834 Elztal-Dallau, Germany, Tel: (49) 6261 9410, Fax: (49) 6261 17741Asia Pacific: Rockwell Automation, 55 Newton Road, #11-01/02 Revenue House, Singapore 307987, Tel: (65) 6356-9077, Fax: (65) 6356-9011U.S. Allen-Bradley Drives Technical SupportTel:(1)262.512.8176,Fax:(1)262.512.2222,Email:*****************,Online:/support/abdrivesPublication 0160-TD001F-EN-P — August 2003Supercedes 0160-TD001E-EN-P — November 2002Copyright ® 2003 Rockwell Automation, Inc. All rights reserved. Printed in USA.The Allen-Bradley Bulletin 160 Smart Speed Controller (SSC) is a world class product that provides the application ﬂexibility needed to meet today’s changing plant ﬂoor environment. Its simplistic design will help save time and money in set-up, integration and maintenance of your automation system.For Allen-Bradley drives support, there are specialists at local sales ofﬁces and distributor locations across North America and around the world. We also offer global technical services, specializing in a full spectrum of value-added services and expertise to help simplify maintenance and enhance productivity.Rockwell Automation is committed to helping you meet ever-changing customer demands for more, less expensive product in less time. Our capabilities enable us to become your “Complete Automation™” partner.SSC, DriveExplorer, Complete Automation and the Complete Automation graphic are trademarks of Rockwell Automation.Windows is a registered trademark of the MicroSoft Corporation.DeviceNet is a trademark of the Open DeviceNet Vendor Association.。

磁梯度张量不变量的目标定位滤波,英文文献

磁梯度张量不变量的目标定位滤波,英文文献Magnetic Gradient Tensor Invariant-Based Target Localization FilteringThe precise localization of targets is a critical task in various applications, such as remote sensing, geophysical exploration, and defense systems. One of the effective approaches to target localization is the utilization of magnetic gradient tensor (MGT) data, which provides valuable information about the spatial distribution of the magnetic field. The MGT is a second-order tensor that describes the rate of change of the magnetic field in different directions, and it can be used to extract useful features for target detection and localization.The use of MGT data for target localization is based on the concept of tensor invariants, which are scalar quantities that are independent of the coordinate system used to represent the tensor. These invariants can be used to characterize the magnetic field and its spatial variations, and they can be employed in the design of target localization filters that are robust to changes in the sensor orientation or the target's position.One of the key advantages of using MGT-based target localization is its ability to provide accurate and reliable results even in the presence of various types of noise and interference, such as sensor errors, environmental disturbances, and target-induced magnetic fields. By exploiting the tensor invariant properties of the MGT, it is possible to develop filtering algorithms that can effectively suppress these unwanted effects and enhance the target detection and localization performance.In the literature, several MGT-based target localization approaches have been proposed, each with its own strengths and limitations. One common approach is to use the MGT eigenvalues, which represent the principal components of the magnetic field gradient, to identify and locate targets. Another approach is to utilize the MGT invariants, such as the trace, determinant, and eigenvalues, to construct target detection and localization filters.For example, one study presented a target localization method based on the MGT invariants, where the authors developed a filter that exploits the fact that the target-induced magnetic field is characterized by a specific pattern in the MGT invariants. The filter was shown to be effective in locating targets even in the presence of strong background magnetic fields and sensor noise.Another study proposed a Bayesian framework for MGT-based targetlocalization, where the authors used the MGT invariants to construct a likelihood function that describes the probability of detecting a target given the observed MGT data. The Bayesian approach allowed for the incorporation of prior information about the target's characteristics and the sensor's capabilities, leading to improved localization accuracy.In addition to these approaches, researchers have also explored the use of machine learning techniques, such as neural networks and support vector machines, to leverage the MGT data for target localization. These data-driven methods have the potential to capture complex relationships between the MGT features and the target's position, potentially leading to even more accurate and robust localization algorithms.Despite the significant progress in MGT-based target localization, there are still several challenges and open research questions that need to be addressed. For example, the sensitivity of the MGT data to environmental factors, such as geological structures and electromagnetic interference, can pose challenges in real-world applications. Additionally, the development of efficient and scalable algorithms for processing large-scale MGT data, particularly in the context of sensor networks or aerial surveys, is an active area of research.In conclusion, the use of magnetic gradient tensor data for target localization is a promising approach that has been extensively studied in the literature. By exploiting the tensor invariant properties of the MGT, researchers have developed a range of effective filtering and detection algorithms that can provide accurate and reliable target localization results, even in the presence of various types of noise and interference. As the field continues to evolve, further advancements in MGT-based target localization are expected to have a significant impact on a wide range of applications, from remote sensing and geophysical exploration to defense and security systems.。

重载铁路再生制动能量利用方案研究

第16卷第1期2021年3月电气工程学报Vol.16 No.1Mar. 2021DOI：10.11985/2021.01.020重载铁路再生制动能量利用方案研究刘华伟1耿安琪2何正友2胡海涛2张宏伟2(1. 神华包神铁路集团有限责任公司包头014010；2. 西南交通大学电气工程学院成都611756)摘要：重载铁路运输作为铁路的重要发展方向之一，具有效率高、成本低且运能大的特点。

近年来，我国重载铁路运能不断提高的同时，也使得能源消耗问题日益凸显。

针对如何实现重载铁路的节能降耗，提出了一种基于混合储能的再生制动能量利用方案，通过利用蓄电池和超级电容器在性能上的互补性，实现混合储能系统对重载铁路再生制动能量的高效利用。

结合神朔铁路的实测数据，对该条线路的负荷情况进行了分析，并针对混合储能系统设计了有效的能量管理策略，最后在实测数据的基础上对系统的经济性进行了评估。

分析结果验证了提出能量管理策略的有效性，以及再生制动能量利用方案具有很好的经济性。

关键词：重载铁路；再生制动能量；混合储能；经济性中图分类号：TM711Research on Energy Utilization Scheme of Regenerative Braking forHeavy Haul RailwayLIU Huawei1GENG Anqi2HE Zhengyou2HU Haitao2ZHANG Hongwei2(1. Shenhua Baoshen Railway Group Co. Ltd., Baotou 014010;2. School of Electrical Engineering, Southwest Jiaotong University, Chengdu 611756)Abstract：As one of the important development directions of railroad, heavy-duty railroad transportation has the characteristics of high efficiency, low cost and large capacity. In recent years, while China heavy-duty railroad capacity has been increasing, it also makes the problem of energy consumption increasingly prominent. A hybrid energy storage based regenerative braking energy utilization scheme is proposed to realize the efficient utilization of regenerative braking energy for heavy-duty railroads by using the complementary performance of storage battery and supercapacitor. The load conditions of the line are analyzed with the measured data of the Shenshuo railroad, and an effective energy management strategy is designed for the hybrid energy storage system, and finally the economics of the system is evaluated based on the measured data. The analysis results verify the effectiveness of the proposed energy management strategy and the good economics of the regenerative braking energy utilization scheme.Key words：Heavy-haul railway；regenerative braking energy；hybrid energy storage system；economy1 引言2019年，全国铁路货运总发送量完成43.98亿吨，增长7.2%[1]。

艾顿 Мо耐特系列 Rapid Link 电子速度调节器 198865 产品说明说明书

Eaton 198865Eaton Moeller® series Rapid Link - Speed controllers, 8.5 A, 4 kW, Sensor input 4, 180/207 V DC, AS-Interface®, S-7.4 for 31 modules, HAN Q4/2, with manual override switch, with braking resistance, STO (Safe Torque Off), with fanGeneral specificationsEaton Moeller® series Rapid Link Speed controller1988654015081969234195 mm 270 mm 220 mm 3.79 kg UL approval UL 61800-5-1 RoHSIEC/EN 61800-5-1 CEProduct NameCatalog NumberEANProduct Length/Depth Product Height Product Width Product Weight Certifications Catalog Notes 3 fixed speeds and 1 potentiometer speedcan be switched over from U/f to (vector) speed control Connection of supply voltage via adapter cable on round or flexibleRASP5-8401A31-412R111S1Parameterization: drivesConnect mobile (App) Parameterization: FieldbusInternal and on heat sink, temperature-controlled Fan Parameterization: drivesConnectDiagnostics and reset on device and via AS-Interface Parameterization: KeypadPTC thermistor monitoringBreaking resistanceKey switch position AUTOSelector switch (Positions: REV - OFF - FWD)Thermo-click with safe isolationPC connectionIGBT inverterKey switch position OFF/RESETControl unitManual override switchKey switch position HANDFanTwo sensor inputs through M12 sockets (max. 150 mA) for quick stop and interlocked manual operationBraking resistanceInternal DC link4-quadrant operation possibleSTO (Safe Torque Off)Brake chopper with braking resistance for dynamic braking3 fixed speedsFor actuation of motors with mechanical brake1 potentiometer speed IP65NEMA 121st and 2nd environments (according to EN 61800-3)IIISpeed controllerAS-Interface profile cable: S-7.4 for 31 modulesASIC2, C3: depending on the motor cable length, the connected load, and ambient conditions. External radio interference suppression filters (optional) may be necessary.C1: for conducted emissions only2000 VAC voltageCenter-point earthed star network (TN-S network)Phase-earthed AC supply systems are not permitted.Vertical15 g, Mechanical, According to IEC/EN 60068-2-27, 11 ms, Half-sinusoidal shock 11 ms, 1000 shocks per shaftResistance: 10 - 150 Hz, Oscillation frequencyResistance: According to IEC/EN 60068-2-6Resistance: 6 Hz, Amplitude 0.15 mmResistance: 57 Hz, Amplitude transition frequency on accelerationModel CodeFeatures Fitted with:FunctionsDegree of protectionElectromagnetic compatibilityOvervoltage categoryProduct categoryProtocolRadio interference classRated impulse withstand voltage (Uimp)System configuration typeMounting positionShock resistanceVibrationbusbar junctionDiagnostics andreset on deviceand via AS-Interfaceintegrated PTCthermistormonitoring andThermoclick withsafe isolationoptional: 4sensor inputswith M12-Yadapter forswitchover tocreep speedoptional: Fasterstop if external24 V failsTwo sensorinputs throughM12 sockets(max. 150 mA)for quick stopand interlockedmanualoperationwith AUTO -OFF/RESET -HAND keyswitcheswith selectorswitch REV -OFF - FWDMax. 2000 mAbove 1000 m with 1 % performance reduction per 100 m -10 °C40 °C-40 °C70 °C< 95 %, no condensationIn accordance with IEC/EN 501780.8 - 8.5 A, motor, main circuit Adjustable, motor, main circuit< 10 ms, On-delay< 10 ms, Off-delay98 % (η)7.8 A3.5 mA120 %Maximum of one time every 60 seconds380 V480 V380 - 480 V (-10 %/+10 %, at 50/60 Hz)Synchronous reluctance motorsBLDC motorsU/f controlPM and LSPM motorsSensorless vector control (SLV)0 Hz500 HzFor 60 s every 600 sAt 40 °C12.7 AAltitudeAmbient operating temperature - min Ambient operating temperature - max Ambient storage temperature - min Ambient storage temperature - max Climatic proofing Current limitationDelay timeEfficiencyInput current ILN at 150% overload Leakage current at ground IPE - max Mains current distortionMains switch-on frequencyMains voltage - minMains voltage - maxMains voltage toleranceOperating modeOutput frequency - minOutput frequency - maxOverload currentOverload current IL at 150% overload45 Hz66 Hz4 kW400 V AC, 3-phase 480 V AC, 3-phase 0.1 Hz (Frequency resolution, setpoint value)200 %, IH, max. starting current (High Overload), For 2 seconds every 20 seconds, Power section 50/60 Hz8 kHz, 4 - 32 kHz adjustable, fPWM, Power section, Main circuit AC voltageCenter-point earthed star network (TN-S network) Phase-earthed AC supply systems are not permitted.5 HP≤ 0.6 A (max. 6 A for 120 ms), Actuator for external motor brake Adjustable to 100 % (I/Ie), DC - Main circuit ≤ 30 % (I/Ie)280/207 V DC -15 % / +10 %, Actuator for external motor brake 765 VDC10 kAType 1 coordination via the power bus' feeder unit, Main circuit24 V DC (-15 %/+20 %, external via AS-Interface® plug) 180/207 V DC (external brake 50/60 Hz)AS-Interface Plug type: HAN Q4/2Specification: S-7.4 (AS-Interface®)Max. total power consumption from AS-Interface® power supply unit (30 V): 190 mANumber of slave addresses: 31 (AS-Interface®)Rated frequency - min Rated frequency - max Rated operational power at 380/400 V, 50 Hz, 3-phase Rated operational voltage ResolutionStarting current - maxSupply frequency Switching frequencySystem configuration type Assigned motor power at 460/480 V, 60 Hz, 3-phase Braking currentBraking torqueBraking voltageSwitch-on threshold for the braking transistor Rated conditional short-circuit current (Iq)Short-circuit protection (external output circuits)Rated control voltage (Uc)Communication interface ConnectionInterfacesC2 ≤ 5 m, maximum motor cable length C3 ≤ 25 m, maximum motor cable length C1 ≤ 1 m, maximum motor cable length Meets the product standard's requirements.Meets the product standard's requirements.Meets the product standard's requirements.Meets the product standard's requirements.Meets the product standard's requirements.Does not apply, since the entire switchgear needs to be evaluated.Does not apply, since the entire switchgear needs to be evaluated.Meets the product standard's requirements.Does not apply, since the entire switchgear needs to be evaluated.Meets the product standard's requirements.Does not apply, since the entire switchgear needs to be evaluated.Does not apply, since the entire switchgear needs to be evaluated.Is the panel builder's responsibility.Is the panel builder's responsibility.Is the panel builder's responsibility.Is the panel builder's responsibility.Cable length10.2.2 Corrosion resistance10.2.3.1 Verification of thermal stability of enclosures10.2.3.2 Verification of resistance of insulating materials tonormal heat10.2.3.3 Resist. of insul. mat. to abnormal heat/fire by internalelect. effects10.2.4 Resistance to ultra-violet (UV) radiation10.2.5 Lifting10.2.6 Mechanical impact10.2.7 Inscriptions10.3 Degree of protection of assemblies10.4 Clearances and creepage distances10.5 Protection against electric shock10.6 Incorporation of switching devices and components10.7 Internal electrical circuits and connections10.8 Connections for external conductors10.9.2 Power-frequency electric strength10.9.3 Impulse withstand voltageIs the panel builder's responsibility.The panel builder is responsible for the temperature rise calculation. Eaton will provide heat dissipation data for the devices.Is the panel builder's responsibility. The specifications for the switchgear must be observed.Is the panel builder's responsibility. The specifications for the switchgear must be observed.The device meets the requirements, provided the information in the instruction leaflet (IL) is observed.Rapid Link 5 - brochureDA-SW-Driver DX-CBL-PC-3M0DA-SW-drivesConnect - InstallationshilfeDA-SW-USB Driver PC Cable DX-CBL-PC-1M5DA-SW-drivesConnect - installation helpDA-SW-USB Driver DX-COM-STICK3-KITDA-SW-drivesConnectMaterial handling applications - airports, warehouses and intra-logisticseaton-bus-adapter-rapidlink-speed-controller-dimensions-002.eps eaton-bus-adapter-rapidlink-speed-controller-dimensions-004.eps eaton-bus-adapter-rapidlink-speed-controller-dimensions-003.eps eaton-bus-adapter-rapidlink-speed-controller-dimensions-005.epsETN.RASP5-8401A31-412R111S1.edzIL034085ZUramo5_v30.dwgrasp5_v30.stpConfiguration to Rockwell PLC for Rapid LinkGeneration Change RASP4 to RASP5Generation change from RA-SP to RASP 4.0Generation Change RA-SP to RASP5Generation change from RA-MO to RAMO 4.0Generation change RAMO4 to RAMO5DA-DC-00003964.pdfDA-DC-00004184.pdfDA-DC-00004613.pdfDA-DC-00004612.pdf10.9.4 Testing of enclosures made of insulating material10.10 Temperature rise10.11 Short-circuit rating10.12 Electromagnetic compatibility 10.13 Mechanical function BrochureDisegnieCAD modelIstruzioni di installazione mCAD modelNote per l'applicazione Report di certificazioneEaton Corporation plc Eaton House30 Pembroke Road Dublin 4, Ireland © 2023 Eaton. Tutti i diritti riservati. Eaton is a registered trademark.All other trademarks areproperty of their respectiveowners./socialmedia。

(完整版)福田轻型货车制动系统设计说明书毕业设计论文

摘要制动系统是汽车中最重要的系统之一。

因为随着高速公路的不断发展，汽车的车速将越来越高，对制动系的工作可靠性要求日益提高,制动系工作可靠的汽车能保证行驶的安全性。

由此可见，本次制动系统设计具有实际意义。

本次设计主要是对轻型货车制动系统结构进行分析的基础上，根据对轻型货车制动系统的要求，设计出合理的符合国家标准和行业标准的制动系统。

首先制动系统设计是根据整车主要参数和相关车型，制定出制动系统的结构方案，其次设计计算确定前、后鼓式制动器、制动主缸的主要尺寸和结构形式等。

最后利用计算机辅助设计绘制出了前、后制动器装配图、制动主缸装配图、制动管路布置图。

最终对设计出的制动系统的各项指标进行评价分析。

另外在设计的同时考虑了其结构简单、工作可靠、成本低等因素。

结果表明设计出的制动系统是合理的、符合国家标准的。

关键词：轻型货车；制动；鼓式制动器；制动主缸；液压系统.AbstractBraking system is one of the most important system in the automotive . because of the continuous development with the the work of the increasing reliability requirements,Brake work of a reliable car,guarantee the safety of travelling,This shows that, The braking system design of practical significance.The braking system is one of important system of active safety. Based on the structural analysis and the design requirements of intermediate car’s braking system, a braking system design is performed in this thesis, according to the national and professional standards.First through analyzing the main parameters of the entire vehicle, the braking system design starts from determination of the structure scheme. SecondlyCalculating and determining the main dimension and structural type of the front、rear drum brake，brake master cylinder ans so on，Finally use of computer-aided design drawing draw the engineering drawings of the front and rear brakes, the master brake cylinder, the diagram of the brake pipelines. Furthermore, each target of the designed system is analyzed forchecking whether it meets the requirements. some factors are considered in this thesis, such as simple structure, low costs, and environmental protection, etc. The result shows that the design is reasonable and accurate, comparing with the related national standards.Key words：light truck；brake；drum brake；master cylinder；2) (+sin)R=178.91mm摩擦片摩擦系数=0.3~0.5 取0.3=arctan=arctan0.3=16.7°θ=90°—θ2=90°—90°2=45°=arctan°2）从蹄的效能因数-+=16.7°-5.83°+20°=30.87°Kt= =1.6(0.8×cos30.87°1.1×cos5.83×sin16.7+1)=0.5后轮总的效能因数 Kt= Kt +Kt=1.03+0.5=1.532.前轮双向自增力效能因数：摩擦衬片包角θ=102°θ=123°摩擦衬片起始角θ=48°θ=30°制动蹄支承点位置坐标a=118mm制动蹄支承点位置坐标c=132mm制动器中心到张开力P 作用线的距离e=90mm制动鼓半径 R=162.56mm摩擦衬片包角 =90°摩擦片摩擦系数=0.3~0.5 取0.3=arctan=arctan0.3=16.7°θ=90°—θ2=90°—90°2=45°=2+-θ-θ2=7.7°Kt= =0.92次领蹄制动效能因数Kt= )1sin cos ''/'cos '/(''-γβλξe k p =2.5双增力总的效能因数Kt= Kt+ Kt=3.423.7 鼓式制动器零部件的结构设计1）摩擦衬片摩擦衬片选择应满足以下条件：具有稳定的摩擦因数，有良好的耐磨性。

CyberKite 自主驾驭风筝说明书

InfoCyberKiteAutonomous kiteAn energy-efficient endurance artistAs a distinctive airborne company signet, the CyberKite of Festois an intelligent and energy-efficient master of endurance. Thanksto hybrid technology with integrated aerostatic lift, this kite canfly even in the absence of wind. Its automatic control unit prescribes aflight path for the wing and ensures a mode of flight to match theprevailing wind conditions. The kite wings measuring 6,12 or 24square metres, which are controlled with the latest actuation andregulation technology from Festo and are supported by a largenumber of innovations, represent an incomparable development inthe field of autonomous tethered flight systems.The CyberKite project is based on a unique type of wing. The pointof departure was the development of a revolutionary flight system,the Stingray®project, which was realised for Festo in 1998 by pro-spective concepts AG and was presented to the public at that time.In its voluminous interior, the 72 square-metre wing of the bionichybrid aircraft provided ample space for helium as an auxiliary liftmedium. With the CyberKite, adapted as a particularly light rampressure wing, a much smaller volume than with the Stingray®issufficient to hold the entire structure aloft.The CyberKites are designed as passive pneumatic units operatingon the basis of ram pressure. The head-on airflow gives rise to adifferential pressure acting on the volume of the wing, which ensuresthe required stability of the membrane structure. This membranedesign principle is very efficient and light. The aerodynamic and aero -static lift forces are conveyed by profile elements to the underside,from where they are dispersed by a finely ramified system of ropes –the bridle lines. The wing is connected to the actuator system byfour flight lines. Despite its flat, elegant form, the bionic Stingray -Kite does not require additional tail units for stabilisation. Adaptivewing adjustment is achieved via the bridle by means of a universalrope transmission. The wing is thus able to fly in a straight line withextended tips, and to bend when negotiating curves in such a wayas to expose a sufficient stabilising lateral surface. With a tetheredDisplacement shaft with guide pulleysControl unitwing system, undesirably high line forces can be rapidly reached inconditions of strong, gusty wind. An adaptive rope transmissionwas also realised here for the tethering; this can reduce the effectof the wind forces whenever necessary.New materials extend the limits of performance. Now for the firsttime, aerofabríx®is being used in a kite. This metallised ripstopnylon, weighing only 29 g/m2, is a lightweight and at the same timesturdy fabric developed for use in high-performance parafoils andas a basis for the innovative aerofabríx®flock insulation. The gascells are made from a 7 or 9-layer film impermeable to helium andweigh less than 26 g/m2– a further high-tech product that can with-stand the harsh conditions of outdoor kite flying.Knowledge of the aerodynamic characteristics of wings is an impor-tant prerequisite for automated flight. The turbulent flow aroundthe kite’s wings was simulated using numerical methods. The solu-tions – validated in wind tunnel measurements from the develop-ment of the Stingray®– were of valuable assistance in adapting theaerodynamic and mechanical flight characteristics.For measurement of the wing characteristics and development ofthe control programmes, highly developed avionics systems weresubjected to a weight-loss diet and integrated into a lightweightonboard computer system. With a mass of just over one kilogramme,the CyberKite houses a high-resolution, real-time-capable differ -ential GPS for measurement of position and speed, an inertia plat-form for description of position and displacement, along with tem-perature and pressure sensors for a specially developed five-holeprobe that measures the head-on flow vector.The CyberKite’s control unit incorporates four rope winches, whichwind in and release the two control lines and two tethers. The con-trol lines are used to execute flight manoeuvres, and the tetherscounter the force acting on the CyberKite. This arrangement allows3flexible, finely metered control and force regulation of the kite’s wings. Control is effected on the basis of travel parameters for the four winches, which are powered by Festo actuator motors of the latest generation.The two winches with tethers 2.2 mm in diameter allow ascent and descent speeds of up to 1.6 m/s, with tractive forces of up to 2 x 1,000 N. Two further winches for the control lines, each of 1.2 mm diameter, provide the steering movements. The control lines each have a load capacity of 250N at winding speeds of up to 4m/s.For controlled reeling and release of the tethers and control lines,the winches are provided with displacement shafts from Festo,which provide lateral movement to prevent overlapping as a line is drawn in. Via guide pulleys, the lines are conveyed to tensioners,whose torque-controlled servo motors activate finely adjusted friction pulleys. This ensures that all four lines remain taut at all times, thus preventing them from tangling.To monitor the flight parameters, the tension and angle of all four lines are measured by sensors. The actuators are orientated to-ward the kite by means of a freely rotating motorised base frame,the so-called yaw module. This unit allows the CyberKite to be positioned in the direction of the wind at all times.The CyberKite’s flight is regulated in accordance with wind condi -tions and wing size. Various operating modes and adapted flight path settings allow the kite to fly throughout a wide range of wind speeds. Together with the robust flight control system, an automatic load limiter ensures unproblematic operation even of large wings. The regulation and control philosophy of the CyberKite is not based on rigid tethering, but is rather programmed for intelligent yielding,whereby the force of the wind is made use of through energy-efficientapplication of the Festo drive units. In the CyberKite’s servo motor system, the braking energy from the control movements is not only recovered from the Festo actuators – the wind energy is also used to power them by means of state-of-the-art battery technology and suitably programmed wing manoeuvring cycles. The actuators periodically operate in “generator mode” using the tractive force of lines extended from the kite; the electrical energy gained by this means is fed to the batteries, thereby considerably reducing the system’s energy requirements. Under appropriate wind con -ditions, future CyberKite systems will be operable independently of an external energy supply, using only the force of the wind. With the CyberKite’s wings measuring 6,12 and 24 m 2in surface area and the accompanying control unit, Festo is presenting a com-prehensive energy-efficient mechatronic concept. EMMS-AS-70electric drive units, the MTR-AC motor and sensors from Festo make for rapid intervention appropriate to the various flight situations.With CyberKite, Festo is demonstrating the diverse opportunities for application of the company’s products in actuator and sensorsystems, along with control and regulation technology in automation.53142/E N。

Schneider Electric ATV71HC25Y变频器数据手册说明书

T h e i n f o r m a t i o n p r o v i d e d i n t h i s d o c u m e n t a t i o n c o n t a i n s g e n e r a l d e s c r i p t i o n s a n d /o r t e c h n i c a l c h a r a c t e r i s t i c s o f t h e p e r f o r m a n c e o f t h e p r o d u c t s c o n t a i n e d h e r e i n .T h i s d o c u m e n t a t i o n i s n o t i n t e n d e d a s a s u b s t i t u t e f o r a n d i s n o t t o b e u s e d f o r d e t e r m i n i n g s u i t a b i l i t y o r r e l i a b i l i t y o f t h e s e p r o d u c t s f o r s p e c i f i c u s e r a p p l i c a t i o n s .I t i s t h e d u t y o f a n y s u c h u s e r o r i n t e g r a t o r t o p e r f o r m t h e a p p r o p r i a t e a n d c o m p l e t e r i s k a n a l y s i s , e v a l u a t i o n a n d t e s t i n g o f t h e p r o d u c t s w i t h r e s p e c t t o t h e r e l e v a n t s p e c i f i c a p p l i c a t i o n o r u s e t h e r e o f .N e i t h e r S c h n e i d e r E l e c t r i c I n d u s t r i e s S A S n o r a n y o f i t s a f f i l i a t e s o r s u b s i d i a r i e s s h a l l b e r e s p o n s i b l e o r l i a b l e f o r m i s u s e o f t h e i n f o r m a t i o n c o n t a i n e d h e r e i n .Product data sheetCharacteristicsATV71HC25Yvariable speed drive ATV71 - 250kW - 690V -EMC filter-graphic terminalProduct availability: Stock - Normally stocked in distribution facilityMainRange of product Altivar 71Product or component typeVariable speed driveProduct specific applica-tionComplex, high-power machines Component name ATV71Motor power kW 200 KW, 3 phase 500 V 250 kW, 3 phase 690 V Maximum Horse Power Rating250 hp, 3 phase 575 VMaximum motor cable length49.21 Ft (15 m) shielded cable 98.43 ft (30 m) unshielded cable Power supply voltage 500...690 V - 15...10 %Phase 3 phaseLine current249 A 600 V 3 phase / 300 hp 256 A 690 V 3 phase 250 kW 277 A 500 V 3 phase 200 kW EMC filter Integrated Assembly style With heat sink VariantReinforced version Prospective line Isc 35 kA 3 phaseNominal output current242 A 2.5 kHz 575 V 3 phase / 300 hp 290 A 2.5 kHz 690 V 3 phase 250 kW 312 A 2.5 kHz 500 V 3 phase 200 kW Maximum transient cur-rent468 A 60 s 3 phase 200 kW 514.8 A 2 s 3 phase / 300 hp 514.8 A 2 s 3 phase 250 kW Output frequency 0.1…500 Hz Nominal switching fre-quency2.5 kHzSwitching frequency 2.5...4.9 kHz adjustable2.5...4.9 kHz with derating factorAsynchronous motor control profileVoltage/Frequency ratio (2 or 5 points)Sensorless flux vector control (SFVC) (voltage or current vector)ENA (Energy adaptation) system for unbalanced loadsFlux vector control (FVC) with sensor (current vector)Type of polarizationNo impedance ModbusComplementaryProduct destination Asynchronous motors Synchronous motors Power supply voltage limits 425…759 V Power supply frequency 50...60 Hz - 5...5 %Power supply frequency limits 47.5...63 HzSpeed range1…100 asynchronous motor in open-loop mode, without speed feedback 1…1000 asynchronous motor in closed-loop mode with encoder feedback 1…50 synchronous motor in open-loop mode, without speed feedbackSpeed accuracy+/- 0.01 % of nominal speed in closed-loop mode with encoder feedback 0.2 Tn to Tn+/- 10 % of nominal slip without speed feedback 0.2 Tn to TnTorque accuracy+/- 15 % in open-loop mode, without speed feedback+/- 5 % in closed-loop mode with encoder feedbackTransient overtorque170 % +/- 10 % 60 s every 10 minutes220 % +/- 10 % 2 sBraking torque<= 150 % with braking or hoist resistor30 % without braking resistorSynchronous motor control profile Vector control without speed feedbackRegulation loop Adjustable PI regulatorMotor slip compensation AdjustableSuppressableNot available in voltage/frequency ratio (2 or 5 points)Automatic whatever the loadDiagnostic Drive voltage 1 LED red)Output voltage<= power supply voltageInsulation Electrical between power and controlType of cable for mounting in an enclosure With a NEMA Type1 kit 3 UL 508 cable 104 °F (40 °C), copper 75 °C / PVCWith an IP21 or an IP31 kit 3 IEC cable 104 °F (40 °C), copper 70 °C / PVCWithout mounting kit 1 IEC cable 113 °F (45 °C), copper 70 °C / PVCWithout mounting kit 1 IEC cable 113 °F (45 °C), copper 90 °C / XLPE/EPR Electrical connection Terminal 2.5 mm², AWG 14 AI1-/AI1+, AI2, AO1, R1A, R1B, R1C, R2A, R2B,LI1...LI6, PWR)Terminal 4 x 185 mm² L1/R, L2/S, L3/T, U/T1, V/T2, W/T3)Terminal 4 x 185 mm² PC/-, PA/+)Tightening torque 5.31 Lbf.In (0.6 N.m) AI1-/AI1+, AI2, AO1, R1A, R1B, R1C, R2A, R2B, LI1 (I6)PWR)362.88 Lbf.In (41 N.m), 360 lb.in L1/R, L2/S, L3/T, U/T1, V/T2, W/T3)362.88 lbf.in (41 N.m), 360 lb.in PC/-, PA/+)Supply Internal supply for reference potentiometer (1 to 10 kOhm) 10.5 V DC +/- 5 %,<10 mA overload and short-circuit protectionInternal supply 24 V DC 21…27 V), <200 mA overload and short-circuit protection Analogue input number2Analogue input type AI1-/Al1+ bipolar differential voltage +/- 10 V DC 24 V max 11 bits + signAI2 software-configurable current 0...20 mA 242 Ohm 11 bitsAI2 software-configurable voltage 0...10 V DC 24 V max 30000 Ohm 11 bits Input sampling time2 Ms +/- 0.5 ms AI1-/Al1+) - analog2 Ms +/- 0.5 ms Al2) - analog2 Ms +/- 0.5 ms LI1...LI5) - discrete2 ms +/- 0.5 ms LI6)if configured as logic input - discreteResponse time<= 100 ms in STO (Safe Torque Off)AO1 2 ms +/- 0.5 ms analogR1A, R1B, R1C 7 ms +/- 0.5 ms discreteR2A, R2B 7 ms +/- 0.5 ms discreteAbsolute accuracy precision+/- 0.6 % AI1-/Al1+) for a temperature variation 60 °C+/- 0.6 % AI2) for a temperature variation 60 °C+/- 1 % AO1) for a temperature variation 60 °CLinearity error+/- 0.15 % of maximum value AI1-/Al1+, AI2)+/- 0.2 % AO1)Analogue output number1Analogue output type AO1 software-configurable logic output 10 V 20 mAAO1 software-configurable current 0...20 mA 500 Ohm 10 bitsAO1 software-configurable voltage 0...10 V DC 470 Ohm 10 bitsDiscrete output number2Discrete output type Configurable relay logic R1A, R1B, R1C) NO/NC - 100000 cyclesConfigurable relay logic R2A, R2B) NO - 100000 cyclesMinimum switching current3 mA 24 V DC configurable relay logicMaximum switching current R1, R2 2 A 250 V AC inductive, cos phi = 0.4R1, R2 2 A 30 V DC inductive, cos phi = 0.4R1, R2 5 A 250 V AC resistive, cos phi = 1R1, R2 5 A 30 V DC resistive, cos phi = 1Discrete input number7Discrete input type LI1...LI5 programmable 24 V DC level 1 PLC 3500 OhmLI6 switch-configurable 24 V DC level 1 PLC 3500 OhmLI6 switch-configurable PTC probe 0…6 1500 OhmPWR safety input 24 V DC 1500 Ohm ISO 13849-1 level dDiscrete input logic Negative logic (sink) LI1...LI5), > 16 V, < 10 VPositive logic (source) LI1...LI5), < 5 V, > 11 VNegative logic (sink) LI6)if configured as logic input, > 16 V, < 10 VPositive logic (source) LI6)if configured as logic input, < 5 V, > 11 VAcceleration and deceleration ramps Automatic adaptation of ramp if braking capacity exceeded, by using resistorLinear adjustable separately from 0.01 to 9000 sS, U or customizedBraking to standstill By DC injectionProtection type Against exceeding limit speed driveAgainst input phase loss driveBreak on the control circuit driveInput phase breaks driveLine supply overvoltage driveLine supply undervoltage driveOvercurrent between output phases and earth driveOverheating protection driveOvervoltages on the DC bus driveShort-circuit between motor phases driveThermal protection driveMotor phase break motorPower removal motorThermal protection motorInsulation resistance> 1 mOhm 500 V DC for 1 minute to earthFrequency resolution Analog input 0.024/50 HzDisplay unit 0.1 HzCommunication port protocol ModbusCANopenConnector type 1 RJ45 on front face)Modbus1 RJ45 on terminal)ModbusMale SUB-D 9 on RJ45CANopenPhysical interface2-wire RS 485 ModbusTransmission frame RTU ModbusTransmission rate4800 bps, 9600 bps, 19200 bps, 38.4 Kbps Modbus on terminal9600 bps, 19200 bps Modbus on front face20 kbps, 50 kbps, 125 kbps, 250 kbps, 500 kbps, 1 Mbps CANopenData format8 bits, 1 stop, even parity Modbus on front face8 bits, odd even or no configurable parity Modbus on terminalNumber of addresses1…127 CANopen1…247 ModbusMethod of access Slave CANopenMarking CEOperating position Vertical +/- 10 degreeHeight46.85 in (1190 mm)Depth14.84 in (377 mm)Width23.43 in (595 mm)Net weight456.36 lb(US) (207 kg)Option card Communication card CC-LinkController inside programmable cardCommunication card DeviceNetCommunication card Ethernet/IPCommunication card FipioI/O extension cardCommunication card Interbus-SInterface card for encoderCommunication card Modbus PlusCommunication card Modbus TCPCommunication card Modbus/Uni-TelwayOverhead crane cardCommunication card Profibus DPCommunication card Profibus DP V1EnvironmentNoise level77 dB 86/188/EECDielectric strength3110 V DC between earth and power terminals5345 V DC between control and power terminalsElectromagnetic compatibility 1.2/50 µs - 8/20 µs surge immunity test level 3 IEC 61000-4-5Conducted radio-frequency immunity test level 3 IEC 61000-4-6Electrical fast transient/burst immunity test level 4 IEC 61000-4-4Electrostatic discharge immunity test level 3 IEC 61000-4-2Radiated radio-frequency electromagnetic field immunity test level 3 IEC61000-4-3Voltage dips and interruptions immunity test IEC 61000-4-11Standards UL Type 1EN 61800-3 environments 1 category C3EN 55011 class A group 2EN 61800-3 environments 2 category C3EN/IEC 61800-3IEC 60721-3-3 class 3C2EN/IEC 61800-5-1Product certifications CSANOM 117C-TickGOSTULPollution degree 2 EN/IEC 61800-5-13 UL 840IP degree of protection IP41 on upper part EN/IEC 60529IP41 on upper part EN/IEC 61800-5-1IP54 on lower part EN/IEC 60529IP54 on lower part EN/IEC 61800-5-1IP00 EN/IEC 60529IP00 EN/IEC 61800-5-1IP30 on side parts EN/IEC 60529IP30 on side parts EN/IEC 61800-5-1IP30 on the front panel EN/IEC 60529IP30 on the front panel EN/IEC 61800-5-1Vibration resistance0.6 gn 10…200 Hz)EN/IEC 60068-2-61.5 mm peak to peak 3…10 Hz)EN/IEC 60068-2-6Shock resistance 4 gn 11 ms EN/IEC 60068-2-27Relative humidity5…95 % without condensation IEC 60068-2-35…95 % without dripping water IEC 60068-2-3Ambient air temperature for operation14…122 °F (-10…50 °C) without)Ambient air temperature for storage-13…158 °F (-25…70 °C)Operating altitude<= 3280.84 ft (1000 m) without3280.84...7414.7 ft (1000...2260 m) with current derating 1 % per 100 m Ordering and shipping detailsCategory22133 - ATV71 200 THRU 450HP DRIVESDiscount Schedule CP4CGTIN00785901483366Package weight(Lbs)179.62 kg (396 lb(US))Returnability YesCountry of origin CNOffer SustainabilitySustainable offer status Green Premium productCalifornia proposition 65WARNING: This product can expose you to chemicals including: Lead and leadcompounds which is known to the State of California to cause Carcinogen & Re-productive harm. For more information go to REACh Regulation REACh DeclarationEU RoHS Directive Pro-active compliance (Product out of EU RoHS legal scope)EU RoHS Decla-rationMercury free YesRoHS exemption information YesChina RoHS Regulation China RoHS DeclarationEnvironmental Disclosure Product Environmental ProfileCircularity Profile No need of specific recycling operations End of Life InformationWEEE The product must be disposed on European Union markets following specificwaste collection and never end up in rubbish bins.Contractual warrantyWarranty18 monthsProduct data sheetATV71HC25Y Dimensions DrawingsUL Type 1/IP 20 DrivesDimensions with or without 1 Option Card (1)Dimensions in mmDimensions in in.(1) Option cards: I/O extension cards, communication cards or "Controller Inside” programmable card. Dimensions with 2 Option Cards (1)Dimensions in mmDimensions in in.(1) Option cards: I/O extension cards, communication cards or "Controller Inside” programmable card.Drive with Braking Unit VW3A7101Dimensions with or without 1 Option Card (1)(1) Option cards: I/O extension cards, communication cards or "Controller Inside” programmable card. Dimensions with 2 Option Cards (1)(1) Option cards: I/O extension cards, communication cards or "Controller Inside” programmable card.Product data sheetATV71HC25YMounting and ClearanceMounting RecommendationsClearanceThese drives can be mounted side by side, observing the following mounting recommendations:Specific Recommendations for Mounting the Drive in an EnclosureVentilationTo ensure proper air circulation in the drive:●Fit ventilation grilles.●Ensure that there is sufficient ventilation. If there is not, install a forced ventilation unit with a filter. The openings and/or fans must providea flow rate at least equal to that of the drive fans (refer to the product characteristics).●Use special filters with IP 54 protection.●Remove the blanking cover from the top of the drive.Dust and Damp Proof Metal Enclosure (IP 54)The drive must be mounted in a dust and damp proof enclosure in certain environmental conditions: dust, corrosive gases, high humidity with risk of condensation and dripping water, splashing liquid, etc.This enables the drive to be used in an enclosure where the maximum internal temperature reaches 50°C.Product data sheetATV71HC25YConnections and SchemaWiring Diagram Conforming to Standards EN 954-1 Category 1, IEC/EN 61508 Capacity SIL1, in Stopping Category 0 According to IEC/EN 60204-1Three-Phase Power Supply with Upstream Breaking via ContactorA1ATV71 driveKM1ContactorL1DC chokeQ1Circuit-breakerQ2GV2 L rated at twice the nominal primary current of T1Q3GB2CB05XB4 B or XB5 A pushbuttonsS1,S2T1100 VA transformer 220 V secondary(1)Line choke (three-phase); mandatory for ATV71HC11Y…HC63Y drives (except when a special transformer is used (12-pulse)).(2)For ATV71HC40N4 drives combined with a 400 kW motor, ATV71HC50N4 and ATV71HC40Y…HC63Y, refer to the power terminalconnections diagram.(3)Fault relay contacts. Used for remote signalling of the drive status.(4)Connection of the common for the logic inputs depends on the positioning of the SW1 switch. The above diagram shows the internalpower supply switched to the “source” position (for other connection types, refer to the user guide).(5)There is no PO terminal on ATV71HC11Y…HC63Y drives.(6)Optional DC choke for ATV71H•••M3, ATV71HD11M3X…HD45M3X, ATV71•075N4…•D75N4 and ATV71P•••N4Z drives. Connected inplace of the strap between the PO and PA/+ terminals. For ATV71HD55M3X, HD75M3X, ATV71HD90N4…HC50N4 drives, the choke is supplied with the drive; the customer is responsible for connecting it.(7)Software-configurable current (0…20 mA) or voltage (0…10 V) analog input.(8)Reference potentiometer.All terminals are located at the bottom of the drive. Fit interference suppressors on all inductive circuits near the drive or connected on the same circuit, such as relays, contactors, solenoid valves, fluorescent lighting, etc.Wiring Diagram Conforming to Standards EN 954-1 Category 1, IEC/EN 61508 Capacity SIL1, in Stopping Category 0 According to IEC/EN 60204-1Three-Phase Power Supply with Downstream Breaking via Switch DisconnectorA1ATV71 driveL1DC chokeQ1Circuit-breakerQ2Switch disconnector (Vario)(1)Line choke (three-phase), mandatory for ATV71HC11Y…HC63Y drives (except when a special transformer is used (12-pulse)).(2)For ATV71HC40N4 drives combined with a 400 kW motor, ATV71HC50N4 and ATV71HC40Y…HC63Y, refer to the power terminalconnections diagram.(3)Fault relay contacts. Used for remote signalling of the drive status.(4)Connection of the common for the logic inputs depends on the positioning of the SW1 switch. The above diagram shows the internalpower supply switched to the “source” position (for other connection types, refer to the user guide).(5)There is no PO terminal on ATV71HC11Y…HC63Y drives.(6)Optional DC choke for ATV71H•••M3, ATV71HD11M3X…HD45M3X, ATV71•075N4…•D75N4 and ATV71P•••N4Z drives. Connected inplace of the strap between the PO and PA/+ terminals. For ATV71HD55M3X, HD75M3X, ATV71HD90N4…HC50N4 drives, the choke is supplied with the drive; the customer is responsible for connecting it.(7)Software-configurable current (0…20 mA) or voltage (0…10 V) analog input.(8)Reference potentiometer.All terminals are located at the bottom of the drive. Fit interference suppressors on all inductive circuits near the drive or connected on the same circuit, such as relays, contactors, solenoid valves, fluorescent lighting, etc.Wiring Diagram Conforming to Standards EN 954-1 Category 3, IEC/EN 61508 Capacity SIL2, in Stopping Category 0 According to IEC/EN 60204-1Three-Phase Power Supply, Low Inertia Machine, Vertical MovementA1ATV71 driveA2Preventa XPS AC safety module for monitoring emergency stops and switches. One safety module can manage the “Power Removal”function for several drives on the same machine. In this case, each drive must connect its PWR terminal to its + 24 V via the safety contacts on the XPS AC module. These contacts are independent for each drive.F1FuseL1DC chokeQ1Circuit-breakerS1Emergency stop button with 2 contactsS2XB4 B or XB5 A pushbutton(1)Power supply: 24 Vdc or Vac, 48 Vac, 115 Vac, 230 Vac.(2)S2: resets XPS AC module on power-up or after an emergency stop. ESC can be used to set external starting conditions.(3)Requests freewheel stopping of the movement and activates the “Power Removal” safety function.(4)Line choke (three-phase), mandatory for and ATV71HC11Y…HC63Y drives (except when a special transformer is used (12-pulse)).(5)The logic output can be used to signal that the machine is in a safe stop state.(6)For ATV71HC40N4 drives combined with a 400 kW motor, ATV71HC50N4 and ATV71HC40Y…HC63Y, refer to the power terminalconnections diagram.(7)Fault relay contacts. Used for remote signalling of the drive status.(8)Connection of the common for the logic inputs depends on the positioning of the SW1 switch. The above diagram shows the internalpower supply switched to the “source” position (for other connection types, refer to the user guide).(9)Standardized coaxial cable, type RG174/U according to MIL-C17 or KX3B according to NF C 93-550, external diameter2.54 mm /0.09 in., maximum length 15 m / 49.21 ft. The cable shielding must be earthed.(10)There is no PO terminal on ATV71HC11Y…HC63Y drives.(11)Optional DC choke for ATV71H•••M3, ATV71HD11M3X…HD45M3X, ATV71•075N4…•D75N4 and ATV71P•••N4Z drives. Connected inplace of the strap between the PO and PA/+ terminals. For ATV71HD55M3X, HD75M3X, ATV71HD90N4…HC50N4 drives, the choke is supplied with the drive; the customer is responsible for connecting it.(12)Software-configurable current (0…20 mA) or voltage (0…10 V) analog input.(13)Reference potentiometer.All terminals are located at the bottom of the drive. Fit interference suppressors on all inductive circuits near the drive or connected on the same circuit, such as relays, contactors, solenoid valves, fluorescent lighting, etc.Wiring Diagram Conforming to Standards EN 954-1 Category 3, IEC/EN 61508 Capacity SIL2, in Stopping Category 1 According to IEC/EN 60204-1Three-Phase Power Supply, High Inertia MachineA1ATV71 driveA2 (5)Preventa XPS ATE safety module for monitoring emergency stops and switches. One safety module can manage the "Power Removal”safety function for several drives on the same machine. In this case the time delay must be adjusted on the drive controlling the motor that requires the longest stopping time. In addition, each drive must connect its PWR terminal to its + 24 V via the safety contacts on the XPS ATE module. These contacts are independent for each drive.F1FuseL1DC chokeQ1Circuit-breakerS1Emergency stop button with 2 N/C contactsS2Run button(1)Power supply: 24 Vdc or Vac, 115 Vac, 230 Vac.(2)Requests controlled stopping of the movement and activates the “Power Removal” safety function.(3)Line choke (three-phase), mandatory for ATV71HC11Y…HC63Y drives (except when a special transformer is used (12-pulse)).(4)S2: resets XPS ATE module on power-up or after an emergency stop. ESC can be used to set external starting conditions.(5)For stopping times requiring more than 30 seconds in category 1, use a Preventa XPS AV safety module which can provide amaximum time delay of 300 seconds.(6)The logic output can be used to signal that the machine is in a safe state.(7)For ATV71HC40N4 drives combined with a 400 kW motor, ATV71HC50N4 and ATV71HC40Y…HC63Y, refer to the power terminalconnections diagram.(8)Fault relay contacts. Used for remote signalling of the drive status.(9)Connection of the common for the logic inputs depends on the positioning of the SW1 switch. The above diagram shows the internalpower supply switched to the “source” position (for other connection types, refer to the user guide).(10)Standardized coaxial cable, type RG174/U according to MIL-C17 or KX3B according to NF C 93-550, external diameter2.54 mm/0.09 in., maximum length 15 m/49.21 ft. The cable shielding must be earthed.(11)Logic inputs LI1 and LI2 must be assigned to the direction of rotation: LI1 in the forward direction and LI2 in the reverse direction.(12)There is no PO terminal on ATV71HC11Y…HC63Y drives.(13)Optional DC choke for ATV71H•••M3, ATV71HD11M3X…HD45M3X, ATV71•075N4…•D75N4 and ATV71P•••N4Z drives. Connected inplace of the strap between the PO and PA/+ terminals. For ATV71HD55M3X, HD75M3X, ATV71HD90N4…HC50N4 drives, the choke is supplied with the drive; the customer is responsible for connecting it.(14)Software-configurable current (0…20 mA) or voltage (0…10 V) analog input.(15)Reference potentiometer.All terminals are located at the bottom of the drive. Fit interference suppressors on all inductive circuits near the drive or connected on the same circuit, such as relays, contactors, solenoid valves, fluorescent lighting, etc.Product data sheetATV71HC25YPerformance CurvesDerating CurvesThe derating curves for the drive nominal current (In) depend on the temperature and the switching frequency. For intermediate temperatures (e.g. 55°C), interpolate between 2 curves.X Switching frequency。

富士电机FRENIC-MEGA高性能逆变器说明书

Available ModelsThe inverter with the highest performance in the industry.FRENIC-MEGA is a high performance, multifunctional inverterFuji Electric has developed by gathering the best of its technologies.With our own state-of-the-art technology, the control performance has evolved to a new dimension.FRENIC-MEGA has been developed with unyielding standards of quality andflexibility to meet the demands of both simple and complex industrial applications. Meeting the requirements for various applications, achieving lower maintenance, and improved protection to environmental conditions.FRENIC-MEGA, the inverter with the highest performance in the industry, is about to redefine the common sense of general-purpose inverters.Now, it is ready to provide a solution to your application needs!Best in class vector control for general-purpose inverters Powerful Solutions for versatile applications Expanded power rating with flexibile configuration Connectivity to many industrial networksDesigned for long life cycle with improved maintenance functions Environmentally Friendly Designed Global compatibilityInformation in this document is subject to change without notice.2010-9 (I10/I10) 30*1US-4P standard induction motor *2Rated capacity is calculated assuming the rated output voltage as 230V for 230V series and 460V for 460V series. *3Output voltage cannot exceed the power supply voltage.*4To use the inverter with the carrier frequency of 3kHz or more at the surrounding temperature of 40¡C (104¡F)or higher,manage the load so that the current comes to be within the rated ones enclosed in parentheses ()in continuous running.*5Voltage unbalance(%)= 67(IEC 61800-3)If this value is 2to 3%,use an optional AC reactor (ACR).Max.voltage (V)-Min.voltage (V)Three-phase average voltage (V)*6Required when a DC reactor (DCR)is used.*7Average braking torque for the motor running alone,without external braking resistor.(It varies with the efficiency of the motor.)*8The FRN100G1S-2U or higher type comes with a DC reactor (DCR).Three-phase 230V seriesSpecifications (Standard Unit)Three-phase 460V series。

制动能量回收策略外文参考

2π 2π sin f sin f sin f ias iqs 2 3 3 ibs (1) ids 3 cos cos 2π cos 2 π i f f f 3 3 cs
Energy and Power Engineering, 2013, 5, 459-473 /10.4236/epe.2013.57050 Published Online September 2013 (/journal/epe)
1. Introduction
The purpose of this study is to investigate the possibility of saving energy during braking of industrial loads (rotated by three phase induction motors), as theoretically as experimentally, driven by commercial inverters. The reason why the study focuses on this type of electronic motor drives is due to the fact that it is the most widely used method in the industry, according to a recent analysis of industrial loads in Hellenic Industry (80% of participating businesses use AC Drives) [1]. The following sections include a brief review of the most widely used methods of industrial motor control that are applied by commercial inverters, and a theoretical investigation of the possibility to exploit the braking energy of electric motors driven by commercial inverters, concluding with presenting and evaluating the simulation —experimental results on a commercial inverter.

一维海森堡模型和MATLAB的简单介绍

一维海森堡模型和MATLAB 的简单介绍1.1一维海森堡模型海森堡模型（Heisenberg model ）是一个自旋系统的统计力学的模型。

在量子力学发展初期，海森堡首先提出自旋与自旋之间可能存在交互作用，其数学形式是两个自旋角动量的内积j i S S•。

海森堡模型的哈密顿算符H 是这些内积的总和。

j i ji j i S S J H•=∑,,其中自旋角动量的x,y,z 三个分量之间的互易关系为 γβγβεδj a j i j a i S i S S ,],[ =，为普朗克除以 π2，为了方便以下讨论假设 =1。

只考虑最近邻的自旋才存在以上哈密顿纯粹是算符的形式，为了方便，我们令J=1，对自旋为是S=1/2，每个自旋有两个状态：{|↓>,|↑>},我们用列向量⎪⎪⎭⎫ ⎝⎛10,⎪⎪⎭⎫ ⎝⎛01来表示.则z S =21 ⎝⎛01 ⎪⎪⎭⎫-10，+S = ⎝⎛00 ⎪⎪⎭⎫01，-S = ⎝⎛10 ⎪⎪⎭⎫00+S |↓>=|↑>;+S |↑>=0; -S |↓>=0;-S |↑>=|↓>;对于多个自旋的系统中，每一个自选的表示就不再相同。

例如对于L=2的两个自旋的系统，它的希尔伯特空间为 }|,|,|,{|}|,{|}|,{|↓↓>↓↑>↑↓>↑↑>=↓>↑>⊗↓>↑>在它的希尔伯特空间中，将H 写成矩阵的表达：⎪⎪⎪⎪⎪⎭⎫⎝⎛↓↓><↓↓↓↑><↓↓↑↓><↓↓↑↑><↓↓↓↓><↓↑↓↑><↓↑↑↓><↓↑↑↑><↓↑↓↓><↑↓↓↑><↑↓↑↓><↑↓↑↑><↑↓↓↓><↑↑↓↑><↑↑↑↓><↑↑↑↑><↑↑||||||||||||||||||||||||||||||||H H H H H H H H H H H H H H H H =⎪⎪⎪⎪⎪⎪⎪⎪⎪⎭⎫ ⎝⎛--414121214141 同理，L=3，4……个格点的H 的矩阵表示也可以求得，进而我们可以利用计算机中的标准库来求得它的本征值和本征态，本文采用MATLAB 中的库函数eig(),和LANCZOS 方法求出基态。

1、下载文档前请自行甄别文档内容的完整性，平台不提供额外的编辑、内容补充、找答案等附加服务。
2、"仅部分预览"的文档,不可在线预览部分如存在完整性等问题,可反馈申请退款(可完整预览的文档不适用该条件!)。
3、如文档侵犯您的权益，请联系客服反馈,我们会尽快为您处理(人工客服工作时间：9:00-18:30)。

READS
16
87
2 AUTHORS, INCLUDING: Marko Hinkkanen Aalto University
81 PUBLICATIONS 1,002 CITATIONS
SEE PROFILE
All in-text references underlined in blue are linked to publications on ResearchGate, letting you access and read them immediately.
Author(s): Title:
Hinkkanen, M. & Luomi, J. Braking Scheme for Vector-Controlled Induction Motor Drives Equipped With Diode Rectifier Without Braking Resistor
All material supplied via Aaltodoc is protected by copyright and other intellectual property rights, and duplication or sale of all or part of any of the repository collections is not permitted, except that material may be duplicated by you for your research use or educational purposes in electronic or print form. You must obtain permission for any other use. Electronic or print copies may not be offered, whether for sale or otherwise to anyone who is not an authorised user.
See discussions, stats, and author profiles for this publication at: https:///publication/3172211
Braking Scheme for Vector-Controlled Induction Motor Drives Equipped With Diode Rectifier Without Braking Resistor
ARTICLE in IEEE TRANSACTIONS ON INDUSTRY APPLICATIONS · OCTOBER 2006
Impact Factor: 1.76 · DOI: 10.1109/TIA.2006.880852 · Source: IEEE Xear: Version:
Please cite the original version:
Rights:
© 2006 Institute of Electrical & Electronics Engineers (IEEE). Personal use of this material is permitted. Permission from IEEE must be obtained for all other uses, in any current or future media, including reprinting/republishing this material for advertising or promotional purposes, creating new collective works, for resale or redistribution to servers or lists, or reuse of any copyrighted component of this work in other work.
Available from: Marko Hinkkanen Retrieved on: 30 March 2016
This is an electronic reprint of the original article. This reprint may differ from the original in pagination and typographic detail.
2006 Post print
Hinkkanen, M. & Luomi, J. 2006. Braking Scheme for Vector-Controlled Induction Motor Drives Equipped With Diode Rectifier Without Braking Resistor. IEEE Transactions on Industry Applications. Volume 42, Issue 5. 1257-1263. ISSN 0093-9994 (printed). DOI: 10.1109/tia.2006.880852.
idi Rd udi
Ld
id ud
Cd
Fig. 1. Simpliﬁed model of diode rectiﬁer and dc link.
I. I NTRODUCTION Induction motor drives are usually equipped with a costeffective diode rectiﬁer, allowing the power ﬂow only from the mains to the dc link. An electronically controlled braking resistor across the dc link can be used for dissipating the regenerated braking power, but it increases the price and size of a drive. An inexpensive approach is to dissipate the braking power directly in the motor. Generally, the most effective power dissipation can be achieved in low-power motors due to their large per-unit resistances. In the conventional dc-braking method, a zero-frequency current is fed to the stator winding, resulting in zero air-gap power. DC braking is suitable only for stopping the motor, and its braking torque is small. A higher braking torque can be reached at negative slip values if the power from the stator into the inverter is controlled to zero and the motor losses are sufﬁcient. In a method called ﬂux braking [1], the motor losses are made higher by increasing the ﬂux. The method is suitable for vector control, the braking can be controlled, and the motoring mode can be entered whenever desired. An efﬁcient but complicated braking method is proposed in [2], where a square-wave current is superimposed on the ﬂux-producing current component. Furthermore, a PI-type dclink overvoltage controller—limiting the braking torque based on the measured dc-link voltage—is used, but no details of the controller or its parameter selection are given. In [3], a high-frequency voltage is superimposed on the stator voltage for inducing losses but, unfortunately, large torque pulsations appear in this dual-frequency braking. A high braking torque can be achieved using high-slip braking [4], but the method
Powered by TCPDF ()
1
Braking Scheme for Vector-Controlled Induction Motor Drives Equipped With Diode Rectiﬁer Without Braking Resistor
Marko Hinkkanen, Member, IEEE, and Jorma Luomi, Member, IEEE
Abstract—This paper deals with sensorless vector control of PWM-inverter-fed induction motor drives equipped with a threephase diode rectiﬁer. An electronically controlled braking resistor across the dc link is not used. Instead, the power regenerated during braking is dissipated in the motor while a dc-link overvoltage controller limits the braking torque. Losses in the motor are increased by an optimum ﬂux-braking controller, maximizing either the stator voltage or the stator current depending on the speed. Below the rated speed, the braking times are comparable to those achieved using a braking resistor. The proposed braking scheme is very simple and causes no additional torque ripple. Experimental results obtained using a 2.2-kW induction motor drive show that the proposed scheme works well. Index Terms—DC-link capacitor, ﬁeld weakening, ﬂux braking, overvoltage.