Autonomous system by electric motor. Autonomous electrical system with a permanent magnet motor

0 Bul. At 1, a scientific research of electrical machine direction will calculate the de-coupling, for which they use devices, with which the armature excitation forces are used, the position of the current sensors and the angular excitations of the regulating flux-coupling and excitation of additional excitation windings, proportionally proportional to the regulators and amplifiers and currents in the thrommechanical z.p. f-ly, denia of the generator ikogo transformer7 ill. JUDICIAL COMMITTEE FOR INVENTIONS AND DISCOVERY OF THE USSR State Committee for Science and Technology (56) Valve motors and their application on electric rolling stock, / 11 od ed, B.N. Tikhmeneva. - M,: Transport, 1976, 10-13 p., USSR Inventor's Certificate 11 1356134, class. N 02 K 29/06, 1985. (54) AUTONOMOUS SYSTEM OF ELECTRICAL EQUIPMENT WITH A VENTILATION ELECTRIC MOTOR (57) The purpose of the invention is to reduce pulsations of a torque-driven electric motor, improve energy, dynamic, weight and dimensions and expand the range of speed control. The inductors of the generator and electromechanical converter of a permanent magnet motor are supplied with additional longitudinal field windings, the current of which is regulated so that the projection of the regulated part of the vector of the excitation flux along the longitudinal axis onto the direction orthogonal to the armature current vector is proportional to the projection of the asynchronous component of the vector of the main flow generator. V. Petrash Tehred I. Khodanich Proofreader I. Kucheryava odpisn st. Gagarina Production and Publishing Plant, g, Uzh Order 52 Circulation 435 VNIPI of the State Committee for Imagery 113035, Moscow, Zh, Raeteniy and discoveries at GKNT SSSushskaya nab. of two branches located at an angle of 6 / p relative to one another and connected between themselves by an additional excitation winding 21, the axis of which coincides with the axis of the poles of the inductor 20 of the generator 1, The additional excitation winding 21 is connected to the output of the first current amplifier 13 through the first additional current sensor 15, Input of the first amplifier 13 is connected to the output of the first proportional-integral controller 11, the first input of which is connected to the output of the first computing device 9, and the second input is combined with the first input of the first computing device 9 and connected to the output of the first additional current sensor 15. The second two-channel input of the first computing device 9 is connected to the first additional output of the control system 4, and the w-phase input of this computing device 9 is connected to the output of the phase sensor 17 of the armature current gene. -Rator 1, Each phase of the annular winding 22 of the armature of the EMF 2 is made of two branches, located one relative to the other at an angle / p and connected to each other by their opposite leads. The inductor 23 EMF 2 is equipped with an additional excitation winding 24, the axis of which coincides with the axis of the poles of the inductor 23 EMF 2. Additional excitation winding 24 EMF 2 is connected to the output of the second current amplifier 14 through the second additional current sensor 16. The input of the second amplifier 14 is connected to the output of the second proportional-integral current regulator 12, the first input of which is connected to the output of the second computing device 10, and the second input is connected with the first input of the second computing device 10 and is connected to the output of the second additional current sensor 16. The second two-channel input of the second computing device 10 is connected to the second additional output of the control system 4, and the sh-phase input of this computing device 10 is connected 3 1534662 viz. to adjustable machines alternating current for various purposes when they are operated from a frequency converter, and can be used in an autonomous electrical equipment system (ASE) of vehicles with valve electric motors. 10 The purpose of the invention is to reduce the pulsation of the torque, improve the energy, dynamic and weight and size indicators and expand the range of regulation of the rotational speed of the valve electric motor (VD). FIG. 1 shows the principal electrical circuit ASE with VD; in Figs, 2 and 3 - vector diagrams 20 imaging vectors of the generator and electromechanical converter (EMF); Fig, 4 is a functional diagram of a computing device; Fig. 5 is a functional diagram of the armature flux linkage modeling block; Fig. 6 is a structural diagram of the EMF and a generator with sensors for the angular position of the rotor; Fig. 7 is a structural diagram of the ZODisk of the EMF rotor and the generator. and a valve motor, which includes a 2 p-pole and -phase EMF 2, the armature windings of which are connected through a frequency converter 3, the control input of which is connected to the output of the control system 4 (CS), a sensor 5 for the angular position 40 of the rotor of the generator 1, installed on the axis 6, the sensor 7 of the angular position of the rotor EMF 2, installed on the axis 8, the first 9 and second 10 computing devices, 5 two proportional-integral current regulators 11 and 12, two amplifiers 13 and 14 of the current, two additional sensors 15 and 16 current, w-phase sensor 17 of the armature current of the generator 1, 5 Osh-phase sensor 18 of the armature current EMF 2, SU 4 is equipped with two additional outputs, inputs for regulating the angle of retardation and advance angle and information inputs connected with respectively to the outputs of the sensors 5 and 7 of the angular position of the rotors of the generator 1 and EMF 2, the output signals of which are proportional to (2) 50 where 6.55 "with 1 d fX 5 1 to the output of u, -phase sensor 18 of the current anchor EMF 2, Each computing device 9 and 1 O (Fig. 4) includes two-coordinate transducers 25 and 26, a block 27 for modeling the armature flux linkages, a block 28 for extracting an average value, a summation block 29, a dividing block 30, the output of which is the output of computing devices 9 and 10, and the input of the divisor is connected to the output of the summation block 29 , the first input connected to the output of the block 28 extracting the average value. The input of the block 28 is connected by the second input of the summation unit 29 and with the output of the second coordinate converter 26, the first and second inputs of which are connected to the first and second outputs of the armature flux link modeling unit 27, the first and second inputs connected to the first and second outputs of the first coordinate converter 25, the third input to the source of the equivalent signal, and the fourth input of the modeling unit 27 is the first input of the computing device 9 and 1 O. coordinate converter, 26, the second input of the first coordinate converter 25 are combined and represent the second channel of the second two-channel input of computing devices 9 and 1 O, and uh 1 is the phase input of the first coordinate preo Browser 25 is the n-phase or n-phase inputs of computing devices 9 and 10. In ASE, with phase regulation of the generator 1 voltage and the EMF 2 voltage, the equivalent rectified current (the module of the armature current vector) of the EMF 2 contains, in addition to the DC component, the alternating current components, which are the cause of the torque ripple and the deterioration of the HP energy performance. In addition, the HP torque is pulsating even with a perfectly smoothed equivalent rectifier 534662 Llen current EMF 2 due to the discrete nature of the change in the position of the vecto. low frequencies rotation to the HP walking phenomenon, limiting the range of the ASE with HP rotation frequency control, the discrete nature of the change in the position of the armature current vector of the generator 1 causes pulsations of the electromagnetic moment of the generator 1 and leads to a deterioration in its energy performance, Ripple of the equivalent rectified current and torque caused by phase regulation of the EMF voltage 2 and the discrete nature of the change in the current vector of the armature EMF 2, can be eliminated if the projection of the vector of the main flux linkage of the armature EMF 2 on the direction d, orthogonal to the vector of the armature current of the EMF 2, is maintained equal to its average value by regulating the excitation current of EMF 2 along the longitudinal axis Yd for which it is necessary compensate for the variable component of the projection of the main flux linkage vector d (3 rd in the expression, the electromagnetic moment (Fig. 2) Md = (C 1 r d + b (f bd) xd where (b is the average value of the projection of the main flux linkage vector on the direction Ed, orthogonal to the armature current vector 2 d, 40 From the diagram of the representing vectors (Fig. 2), the required value of the flux linkage of the additional winding 24 excitation of the EMN 2 along the longitudinal axis d is determined by Ch, 1 D = TsU d / sov + 12np6 The angle of advance of switching on at idle, determined by the installation of the sensor 7 of the angular position of the rotor EMF 2 ; excitation current and leakage inductive reactance of the additional longitudinal winding 24 for excitation of EMF 2. where and is the average value of the projection of the main flux linkage vector on the direction Гг, orthogonal to the vector of the armature current of the generator 1 From the diagram of the depicting vectors (Fig. 3) the required value of the flux linkage of the additional excitation winding 21 of the generator 1 along the longitudinal axis d is determined as follows: 30 3569.1, = J (/ cos C, + 61 (4) Гф. the angular position of the rotor generator 1; 11 drX - the excitation current and inductive 1 the scattering resistance of the additional longitudinal winding 21 excitation of the generator 1, The diagrams of the depicting vectors (Figs. 2 and 3) for ease of consideration are constructed for the switching angles of the current in the phases of the PMF 2 and the generator 1 equal to Фг1 = 0 (forced commutation), In the presence of switching angles, computing devices 9 and 10 determine the projections of variables 50 Similarly, you can eliminate the ripple of the equivalent rectified current and torque caused by the phase regulation of the voltage of the generator 1 and the discrete nature5 of the change in the vector of the armature current of the generator 1. For this, the projection of the vector of the main flux linkage of the armature of generator 1 onto the direction E, orthogonal to the vector. the armature current of the generator 1 1, it is necessary to maintain equal to its average value by regulating the excitation current of the generator 1 along the longitudinal axis d, for which it is necessary to compensate the variable component of the projection of the vector of the main flux linkage L 55 g in the expression of the electromagnetic moment (Fig, 3): components of the main flux linkage B, 6 (1 taking into account their amplitudes and phases in the switching interval, while the current regulators 11 and 12 allow, with sufficient accuracy for practice, to maintain both in statics and in the dynamics of the projection of the vectors of the main flux linkage p o4 at a level corresponding to their average values, including switching intervals, The first terms in expressions (2) and (4) are formed using computing devices 9 and 10, the output signals of which are fed to the first inputs of proportional-integral current controllers 11 and 12, to the second inputs of which signals proportional to currents are supplied excitation of additional longitudinal windings 21 and 24 is excited generator 1 and EMF 2, Scaling factors at the inputs of regulators 11 and 12 are selected so that the total signal is determined by expressions (2) and (4). 14 the required voltage on the additional windings 21 and 24 of the excitation of the generator and EMF 2, required to maintain the projection of the vector of the main flux linkage of the armature of the generator 1 and EMF 2 (1 g and (1) at the UR level, equal to their average values, Selection of the corresponding transfer functions of the controllers 11 and 12 the current of the additional excitation windings 21 and 24 provides the dynamics of the excitation control process. Computing devices 9 and 10 are designed to determine the variable components of the projections of the vectors of the main flux linkage of the generator 1 and FMF 1 on the axes, orthogonal to the vectors of the currents of the armature windings of the generator 1 and EMF 2, and modeling part of the flux linkages additional windings 21 and 24 excitation gene erator 1 and EMF 2 according to expressions (2) and (4), For this, the first coordinate converter 25 is used, which consists of typical multiplier and summing elements and implements the conversion of the current from the phase components to the longitudinal and transverse components according to the signals 6210 9 .1 5346 sensors 17 n 18 and according to signals from sensors 5 or 7 of the angular position of the rotors of the generator 1 or EIT 2. Modeling of the main flux linkages of the armature along the axes 6, c 1 is carried out in block 27 for modeling the longitudinal and transverse components of the flux linkages (Fig. 5). Non-linear elements 31 and 32 have the same characteristics and determine the dependence of the main flow y on the resulting magnetizing force 1, i.e. (= = Г, The magnetizing forces 1, of one half of the pole are determined by the sum of the magnetizing forces along the longitudinal and transverse axes (Fig. 5) MV 0.5 (B + S), 111 0.5 (Y, + 11),% and the other half poles x - the difference These magical forces correspond to flux values), and q, i.e. the outputs of nonlinear elements 31 and 32 Scale coefficients of amplifiers 33 and 34 are selected so that the total signal at the outputs of these amplifiers is determined by the expressions Further, the components of the main flux linkage along axes 4 , 9, the second coordinate converter 26 is received, consisting of standard multiplier and summing elements and transitioning from the longitudinal and transverse components of the main flux linkage to the component of the main flux linkage (p, orthogonal to the armature current vector, according to the following relationship: flux linkage is fed to the input of block 28 for selecting the average value, at the output of which the average value of the main flux linkage is obtained. Block 28 can be made in the form of 25 for 35 40 4 50 55 integrator. The variable component of the main flux linkage A b is obtained at the output of the summation unit 29 as the difference of the components supplied to the input of the summation unit 29. At the output of the dividing unit 30, a signal is obtained, which is necessary to simulate the flux linkage of the longitudinal additional winding 2 or 24 excitation. Generator 1 and EIT 2 (Lig. 6 and 7) are made with a combined excitation cue, while the armatures of the generator 1 and EIT 2 contain w, -faen generator 1 and t - a different EIT 2 ring windings 19 and 22, rigidly fixed to the toroidal magnetic circuit 35, fixed motionlessly relative to the housing 36 using an external non-magnetic sleeve 37, and inductors 20 and 23 of the generator 1 and EIT 2 are located on the two end sides of the armature and consist of magnetic conductive sectors 38, forming a multi-pole system, rigidly fixed on the inner and outer magnetic conductive bushings 39 and 40, separated by a non-magnetic bushing 41 inductors 20 and 23 of the generator 1 and EMF 2. The number of magnetic conductive sectors 38 is equal to the number of poles, the axis of the sectors 38, adjacent to one side of the armature coincide with the axis of the sectors 38 adjacent to the other side of the armature. The inner magnetically conductive bushing 39 is rigidly fixed to the shaft 42, the outer magnetically conducting bushing 40 is rigidly attached to the inner magnetically conducting bushing 39 through the non-magnetic bushing 41 of the inductors 20 and 23 of the generator 1 and one side of the armature, the poles 43 of the magnetic. solid material of one polarity, and adjacent to the other side of the armature - poles 43 made of a hard magnetic material of a different polarity, strips 44 of soft magnetic material are fixed on the magnetically conducting sectors 38 of the outer magnetic conducting sleeve 40. Additional windings 21 and 24 of the generator 1 and EIT 2 are made in VI 1534662 12de cylindrical coil 45, fixed motionlessly relative to the sector through the inner non-magnetic sleeve 46 and located in the space limited by the inner diameter of the ring windings 19 and 22 of the generator and EIT 2 and the outer diameter of the outer magnetic conductive sleeve 40, from the ends of the winding 21 and 24 of the generator excitation 1 and EMF 2 adjoin through the working gap to the inner end surfaces of the magnetic conductive sectors 38. To the outer end surface of the magnetic conductive sectors 38 of one active side of the inductors 20 and 23 of the generator 1 and EMF 2, for example, the right one, is attached the rotor 47 of the angular position sensor, made in the form of a contactless sinusoidal sinusoidal rotary transformer disk type with ring high-frequency transformers 48, the stator 49 of which is fixed on the inner end surface of the end shield 50. The principle of operation of electric manin of the synchronous type with combined excitation is known, The best use of the active volume of the machine is achieved in machines due to the second active side of the stator coil. This improves the thermal state of the machine, since the heat-cooling surface of the stator windings increases. The additional excitation winding of the machine, almost without increasing the volume occupied by the machine, leads to the formation of an additional electromagnetic moment, and this moment changes in magnitude in accordance with the control signal. The presence of two magnetic-conducting circuits (a circuit of a magnetoelectric type and a circuit of an electromagnetic type) makes it possible to carry out an independent electromechanical conversion with the summation of electromagnetic moments on a common shaft. Extension functionality in electric machines of this type allows them to be used both as generators with adjustable voltage and as motors controlled by torque and speed, a valve motor, including a 2 p-pole w-phase 5 electromechanical converter, the armature windings of which are made in a ring-shaped circuit and connected through a frequency converter, the control input of which is connected to the output of the control system, equipped with inputs for regulating the lag angle and the lead angle and information inputs connected respectively to the outputs of the angular position sensors of the rotor of the electromechanical converter and generator, n 1, is a phase sensor of the generator armature current and a w-phase sensor of the armature current of an electromechanical converter, characterized in that, in order to reduce the pulsation of the rotating one. torque, improvement of energy, dynamic, weight and size indicators and expansion of the range of speed control, the first and second computing devices, two proportional-integral current regulators, two current amplifiers and two additional current sensors are added to it, the control system is equipped with two additional outputs, and the inductor of the electromechanical converter and the inductor of the generator are equipped with an additional field winding, each axis of which coincides with the pole axis of the corresponding inductor, the armature windings of the generator 40 and the electromechanical converter are circular, each phase of the armature windings of the electromechanical converter and the generator is made of two branches located relative to one another at the angle of the generator and the f / r of the electromechanical converter and connected to each other by their own unlike terminals, the additional excitation winding of the generator is connected to the output of the first current amplifier through the first additional current sensor, the input of the first amplifier is connected to the output of the first proportional-integral regulator, the first input of which is connected to the output of the first computing device, and the second input is combined with the first input of the first calculator 13141534 Lb 2n device and connected to the output of the first additional current sensor, the second two-channel input the first computing device under 5 is connected to the first additional output of the control system, and the 1-phase input of this computing device is connected to the output of the w, -phase generator armature current sensor, the additional excitation winding of the electromechanical converter is connected to the output of the second current amplifier through the second additional current sensor , the input of the second amplifier is connected to the output of the second proportional-integral controller, the first input of which is connected to the output of the second computing device, and the second input is combined with the first input of the second computing device and is connected to the output of the second additional current sensor, the second two-channel input of the second computing device is connected to the second additional output of the control system, and the w -phase input of this computing device is connected to the output of the w -phase armature current sensor of the electromechanical converter, and each computing device includes two coordinate transducer, block for modeling the armature flux linkage block for separating the mean value, summation block, dividing block, the output of which is the output of the computing device, and the input of the dividend is connected to the output of the summation block, the first input connected to the output of the mean value extraction block, the input of which is connected with the second input of the summation unit and the output of the second coordinate converter, the first and second inputs of which are connected to the first and second outputs of the armature flux linkage modeling block, the first and second inputs connected to the first and second outputs of the first coordinate th transformer, the third input is with the source of the sqv and v alent signal, and the fourth input of the simulation unit is the first input of the computing device, the divider input of the division unit, the third input of the second coordinate converter and the first input of the first coordinate converter are combined and represent the first the channel of the second two-channel input of the computing device, the fourth input of the second coordinate converter, the second input of the first coordinate converter are combined and represent the second channel of the second two-channel input of the computing device, and the w-phase input of the first coordinate converter is the w-phase input of the computing device. 2. System for and. 1, with the fact that the generator and the electromechanical converter are made with combined excitation, while the ring windings of the armature of the generator and the electromechanical converter are rigidly fixed to the toroidal magnet

Application

4275862, 18.05.1987

ALL-UNION RESEARCH INSTITUTE OF ELECTROMECHANICAL ENGINEERING

RUDOLF KIRILLOVICH EVSEEV, AREFY SEMENOVICH SAZONOV

IPC / Tags

Reference code

Autonomous electrical system with a permanent magnet motor

Similar patents

K of priority ranks 4 p contains a third group of AND elements, a group of NOT elements and a third group of OR elements, and the highest rank K -input of the node is connected to its K-output, (K) -input is connected to the first input of the AND element of the third group, the output which is connected to the (K) - output of the node, and the second input of this element AND is connected by the output of the NOT element, the input of which is connected to the K input of the node, the subsequent (K) -inputs of the node are connected to the corresponding first inputs of the elements AND of the third group, the outputs of which are outputs (K) the ranks of the priority of the node, and the second inputs of these elements AND of the third 55 group are connected to the outputs of the NOT elements, the inputs of which are connected to the corresponding outputs of the OR elements of the third group, the inputs of the latter are connected to the previous ones ...

Over the past decade, electric vehicles have steadily conquered the vehicle market.

This is facilitated by many factors:

The massive transition to electric transport is hampered by the following incompletely resolved problems and disadvantages of electric vehicles:

low battery capacity, respectively, a small car mileage without recharging;
high cost of the battery pack, fragility;
undeveloped network of charging stations, long service (charge) time of batteries even in high-speed mode;
the presence of high voltages dangerous for the driver and passengers in the electrical control units and wiring;
disposal of electric vehicle batteries is harmful to the environment;
most of the electronic units of cars, including the battery, are repaired by the aggregate method, that is, they are completely replaced with serviceable ones;
the service life of modern electric motors is not long enough;
the operation of the heating system of the car interior during the cold season significantly increases the energy consumption of an electric vehicle;
the problems of using electric vehicles in long-distance cargo transportation remain unresolved.

Obviously, this list is much longer.

Developers from leading car manufacturers are improving the design of the electric vehicle (electric motors, batteries, charging stations, etc.), bringing the era of electric vehicles for personal use closer.

In the terminology of the automotive industry, a clear concept is given of what an electric vehicle is: "A vehicle whose main mover is an electric drive."

One of the main advantages of an electric motor in comparison with an internal combustion engine is a high efficiency - up to 95%. It is believed that an electric car is completely environmentally friendly. This is not entirely true. Electricity production in most countries is based on thermal power plants, which burn fuel, harming the environment. Nuclear power plants are no less dangerous. It is rational to consider the development of the electric vehicle market with an increase in the share of "green" electricity: solar panels, wind energy and others.

In car systems with internal combustion engines, mainly DC electric motors are used: starters, drives for brushes, fans, a gas pump, and various regulators. These electric motors use a "brush-collector" system to transmit current to a rotating rotor, which is why they are called collector motors. In electric vehicles, high currents are required to provide high torque. The sparking of the brushes while moving along the collector sipes leads to premature wear of this area. Therefore, brushless motors are commonly used in electric vehicles.

In order to reduce the amount of current flowing through the windings of the electric motor, according to Ohm's law, it is necessary to increase the supply voltage. In this sense, three-phase AC motors are most effective: synchronous (for example, on the Mitsubishi i-MiEV) or asynchronous (on the Chevrolet Volt).

Development of highly efficient electric motors with minimal dimensions and weight is underway. The drive from the manufacturer Yasa Motors has a mass of 25 kg, reaching a torque of 650 Nm. The most powerful electric car Venturi VBB-3 has an electric motor of 3 thousand liters. with.

Electric vehicle battery

The traction battery of an electric vehicle has significant differences from the battery of cars with internal combustion engines.
First of all, the output voltage of electric vehicle batteries in order to reduce currents, respectively, heat and energy losses, is significantly higher than the traditional 12 volts. For example, in the first cars of the Lola-Drayson brand, the developers chose batteries with a capacity of 60 kW * hour with a nominal voltage of 700 V. It is easy to calculate that with an electric motor power of 200 kW, such a car can run without recharging for no more than 15 minutes. In the conditions of circuit racing on sports electric cars, it is necessary to replace the battery more often than the wheels. A racing electric car of the near future is capable of accelerating to 100 km / h in one second.

Most EV batteries have a built-in controller for the battery charging process, similar to laptop batteries, only at a higher level. In addition, a built-in liquid cooling system is installed in powerful battery packs, which also increases their weight.

Electric vehicle transmission

One of the technical benefits of electric vehicle design is the possibility of a simplified drivetrain. Some models have a single stage gearbox. In electric vehicles with motors installed in the wheels (Active Wheel), the transmission function is performed electronically. This allows one more important option to be applied: replenishment of the battery charge at the moment of braking by the "electric motor". This method has long been used in electric vehicles.

Feature of electric vehicle control units

The electrical circuit of an electric vehicle has its own characteristics in the circuitry of monitoring and control units. Most electrical systems in electric vehicles are built according to traditional schemes, designed for a voltage of the on-board network of 12 V. Therefore, installation in an electric vehicle is necessary. additional scheme an inverter converter of high voltage battery voltage into the voltage of the on-board network of 12 V. In most models, an additional 12-volt rechargeable battery of small capacity is installed. The principle of operation of the main systems of an electric vehicle (ABS, ESP, air conditioning and others) does not change.

To ensure maximum efficiency in using the battery capacity, the climate control of the car in the cold season uses preheating from stationary sources before driving, then the battery energy is consumed only to maintain the temperature in the car. Therefore, the designers pay special attention to the use of modern heat-insulating materials in the interior trim. In this sense, the use of nanotechnological materials is relevant.

Systems of light emitters of the car (turns, near / far, dimensions, saloon and others) are used mainly of energy-saving LED type. The principle of operation of the car's electrical equipment is based on contactless electronic control systems.

The control unit for the electric motor (engines) is, in comparison with similar units for internal combustion engines, a high-performance computing complex that controls the operation of most energy-sensitive units in terms of achieving maximum efficiency in using the battery capacity. It produces:

distribution of energy between electric drives;
traction control;
monitoring of units and systems of an electric vehicle;
car dynamics control;
control of supply voltages of onboard systems;
use of remote monitoring.

An electric car is not a luxury

Prospects for electric vehicles in the near future:

mileage without recharging up to 500 km;
acceleration dynamics - less than 3 seconds to 100 km / h (light electric vehicles);
the cost of an average capacity storage battery is less than 7 thousand USD;
fast charge time is less than 15 minutes.

The electric car of the near future will be equipped with unmanned control and navigation systems.

If you decide to join the still small army of electric vehicles, first of all you need to study how an electric vehicle works and its basic systems.

A few tips when solving the problem, which electric car to choose:

no run or with a short service life, but with a new battery;
with the option of fast battery charging;
with a model production experience of at least 2 years (during this time, the problems of electric vehicles of this lineup will have time to prove themselves).

The future belongs to electric vehicles!

To Gennady Alekseevich I came in January 2010 with the following words of advice from one of his former colleagues: he is 83, you don't have to try, he is unlikely to remember anything ...

Zverev lived in an ordinary five-story building near Ryazansky Prospekt, with a wife of the same age.

When they made an appointment, he said in confusion: “I don't even know where we can talk, I can't leave for a long time - my wife is sick, you can't leave her. And it is not very convenient for us ... ".

It became unbearably awkward... How embarrassing it can be for a rosy-cheeked young man who invades the life of an old man, albeit for a short time, but with selfish needs. But Gennady Alekseevich generously mixed this awkwardness with his spontaneity: “Oh, okay, what’s really there, come to me! Just don't pay attention to the mess. "

Gennady Alekseevich Zverev stood, as they say, at the origins of the Soviet electric vehicle industry. He designed one of the main elements - traction motor control systems. In the mid-1950s in the USSR there was still no experience of such design, everything had to be done for the first time, transferring experience from related industries. Fortunately, the colleague's forecast did not come true: Gennady Alekseevich remembers everything perfectly, everyone at his age would have such a memory. And he did not lose his qualifications as an electronics engineer: he quite easily recalled the smallest circuitry details of a fifty-year-old development. And then he will tell about everything himself.

- My specialty is a mechanical engineer for electric transport. After working after college at railroad, I moved to the closed NII-496, which was then headed by Andronic Iosifyan, a corresponding member and generally a great authority in the field of electrical engineering. I went there because Evgeny Avatkov, a legendary personality, a great enthusiast of alternating current, was organizing his department at NII-496. He became my first boss in a new place. This was in 1957, in December.

The first page of Zverev's work book

Then work began on asynchronous motors for transport, for the first time in the USSR. Perhaps, in some areas we were the first in the world. Or so it seemed to us - there was nothing to compare with, there was no Western technical literature. We definitely started from scratch, with a clean slate.

Our institute was located at the Red Gate, opposite the Ministry of Railways. Very qualified people gathered there, interesting. Part of our department started work on AC electric locomotives, which was new. Several groups were created: someone worked on a motor, someone on a current converter and a control system - then there were no template solutions for an asynchronous motor, no ready-made circuits.

Work on converting an electric locomotive to alternating current

The idea of using an asynchronous drive was persistently pushed by Avatkov himself. Then all of our vehicles worked on DC motors, they are more difficult structurally and in operation, due to the fact that there is a collector with brushes on the shaft, which must be monitored and cleaned all the time. We visited different factories and saw how many cars with DC motors were being repaired, how people were suffocating from these repairs. And the main reason is worn out collectors.

And the asynchronous motor can be sealed in a box - it does not require any maintenance. It can be immersed in water, and it will work there as well. There is no collector, which means that the specific characteristics are better, and in the mass there is a gain. But such motors were produced in our country only for 50 Hertz, only one model for the entire USSR! It was an unpretentious motor, used in many mechanisms, but only where it was not required to regulate its rotation speed by changing the current frequency. Then there was simply no power electronics to do this!

– Did Avatkov immediately "threw" you to create an engine for an electric car?

- No, my first job was with sailors, I made them a battery charging system for a submarine. There were lead-acid batteries: such a big bandura! We had a complex test bench in Istra, even Gorshkov, the Minister of the Navy, came there. Congratulations: we were the first to hand over the work on generating sets. After that, Avatkov switched me to electric cars. In 1960.

– Where did the idea to design an electric car come from? Was there a government order or your institute initiative?

- Two circumstances have come together - a surge of government initiatives to care for the conservation of nature and the availability of an almost finished development on an asynchronous drive.

Now I can't say for sure who exactly put forward the idea of an electric car, but since 1960 this work has been included in the plan along with the electric locomotive topic. In principle, it was an experimental work, no one knew what we would get. The asynchronous motor was originally designed for a voltage of 300 volts, so they began by adapting it to a lower voltage. I had to rewind the windings, and make some more changes. The motor was three-phase, in the first phase there were two windings in series, we switched them to parallel connection and the motor began to operate from 190 volts.

the first asynchronous motor for electric vehicles in the USSR

This was not the best option, but it worked for the experiment. And for the future, we were planning to develop a special electric motor. Calculations were made - maybe not very reliable, but what they could. It turned out that the 15kW engine was enough for us. This is for a one and a half ton truck designed to deliver small goods around the city.

Then they began to pick up the batteries. At first, they used conventional starter batteries, 12-volt, from "UAZ", 60 Ah, Podolsk plant. They gave us 22 batteries at the direction of the Ministry of the Electrical Industry, so we worked with them. Then they tried, together with Smolkova Valentina Sergeevna, who was then the director of the Podolsk Research Institute of Starter Batteries (Institute of Starter Batteries), to improve them in some way. They wanted to make it resistant to high charging currents in order to shorten the charging time. They worked in Podolsk for a long time, but they failed to do anything ... The result was only a 6EM-60 battery, with a slightly smoothed discharge characteristic.

– Have you already worked with a ready-made chassis or just designed the electrical part?

- We had a UAZ-451 as a model for layout work. We installed these 22 batteries in two containers on the sides, just to estimate the location. Then there was still no ready-made voltage converter and, accordingly, this car did not run.

– What was the converter?

- Three-phase voltage inverter, for powering each phase of the motor. In those years, an inverter for the power section could only be made on thyristors, there were no powerful transistors yet. And thyristors in the USSR were manufactured only at the Stalin Electrotechnical Plant in Tallinn and were in dire shortage. I do not remember their markings, alas. These were high-speed thyristors, with a relatively short (for those times) response time.

A thyristor is a simple semiconductor, effectively controlled by a diode, which requires a short pulse to open. But this impulse must be extinguished, and for this, LC-circuits are used. Should you draw a diagram?

Gennady Alekseevich, with teacher's patience, draws a diagram of his converter and explains in detail the principle of its operation. It turns out that he managed to build a rather interesting scheme from a very limited set of parts, literally from scrap materials. It used other switching thyristors, loaded on a capacitance and two chokes, to "damp" the main thyristors. The “highlight” of this solution is precisely in the two chokes, which allow “overlapping” the phases of the electric motor with great accuracy. And it still needed to fit into some reasonable dimensions, and they also depend on electrical characteristics, in particular, on the recovery time of thyristors.

- The inverter required cooling. We had 12 thyristors and 6 powerful diodes, and each "triple" needed its own air radiator for safety. After all, no matter how you insulate the cases and semiconductor leads, the danger of a short circuit still remains, especially in a car, with its vibrations.

We made a special box for the converter, in which all thyristors were located on the left side in relation to the input, and the control unit on the right. Thyristors were easily removed from this box for replacement. The box itself was cooled by a fan, this system was made for us by another department of the institute (NII-496 by that time had already been renamed VNIIEM - Institute of Electronic Engineering), which was specially engaged in the cooling of converters. Air was sucked in from the front edge, blown out of the inverter into the motor, and then into battery, since it was necessary to blow off acid vapors from it.

- Wasn't it possible for our electronics industry to order the production of transistors or thyristors according to your technical specification?

- No, what are you ... For such enthusiasts as we, no one would do anything. It was an experiment, an experimental development. And although we showed everyone this electric car, no one said that it is possible to develop a thyristor with the parameters we need. This could only be done for military projects. Well, or for space. And we sometimes didn’t get the usual, serial ones, the Ministry of Electrotechprom distributed the elements for some reason, guided only by him.

The only person who helped us a lot was Joseph Goberman, director of Glavmosavtotrans. He liked the very idea of an electric car, he believed that they could replace UAZs, RAFs and even GAZs with ZILs in urban transportation. Goberman was friends with the all-powerful ruler of Moscow, Viktor Grishin. And with his suggestion, even Grishin once visited us, looked at our cars. But that was later, in the late seventies.

Grishin and Goberman at the 34th Automobile Plant, 1978

Several times I myself went to Gobermann for help. So I change some element in the scheme (and I had to do this quite often) - it means that I have to go to the manufacturing plant, kneel for hours to sign a permit for use. And Goberman asked: "What do you want?" - and the next day I had it. Even sometimes the representatives of the factories themselves came to me so that I would just sign the papers and take this element. Where did he have such influence - I don't know, maybe Grishin helped too.

– Let's go back to the electric car. Did he go right away or were there any problems?

- There were problems, of course. For a very long time I was engaged in the installation of our equipment on the car. When they brought me the first copy of the converter, I ran and stopped production, there were serious mistakes in the layout, and the build quality was terrible. In an electric car, after all, interference is at every step, there are huge and impulse currents around. These currents induced unnecessary impulses in the adjacent wires. Therefore, special attention was paid to the installation.

The first copy was made by me, the second one by one of our installers, Grubnik. And then the assembly of the converters was sent to the experimental plant VNIIEM, and so they began to do anyhow. And so I crawled and laid out the wires so that this inverter worked reliably. The first car took us about three years.

– Did you manage in the end?

- Yes. And then a batch of cars came out, which was operated at the 34 auto plant, this is 1974-78. For them, the converters were already supplied by the Krasnodar branch of VNIITA, where the director was Yuri Skokov. The one who later became a politician.

– Why was the production given to Krasnodar? After all, only a few pieces of these converters were needed.

- There is a lot to do there: soldering, welding, making tires. And we didn't have people for this - one installer with an assistant. The institute was engaged in closed topics and no one from other departments helped us.

– How many inverters were made in Krasnodar?

- For all machines that were operated at the 34th Combine. A lot, even more than necessary. So there was a margin.

a page from the booklet Kvant, printed in several copies under the heading "DSP".

In Krasnodar, at first there was the same story with the quality of installation. When I arrived there, I was horrified. They were so soldered that they had to stop production again and go to the chief engineer. I agreed that I would bring an installer who would show it how it should be. I called Grubnik, he sat there for two weeks and showed how to mount, how to wire the boards. By this time, we had already developed a "braid" (measured and braided wiring), made it ourselves, separately from the transducer, and then soldered it in place.

– Is the converter heavy?

- Not really, I easily lifted it. Well, maybe 50 kg with all the radiators. The motor was also dragged manually by two people.

– What kind of control system did this converter have?

- Two boards in each drawer. The control system was 24 Volts DC. There was also a single-phase inverter, which separately supplied the control system. It was impossible to take power from the common bus, the potential could not be shared. And if somewhere "short", then all the high voltage "sits down" on the control system. So for reliability, I isolated it.

The design of the control system changed as the element base was improved. At first, these were low-power transistors and winding elements, then microcircuits appeared and we redid the circuit on them, with the help of the Kharkov Polytechnic Institute.

– What about recuperation? After all, this is the most difficult mode of operation of an electric car.

- They began to work out the recovery when the electronics production was transferred to Krasnodar. Two other people were engaged in this, one now lives in America, and the second died on garden plot, before my eyes.

To control the machine, we first used two pedals: movement (electric) and brakes (conventional hydraulics). And in addition they put a toggle switch on the dashboard, which had to be turned on when you coast down a hill or slow down. Then the engine switched to generator mode and gave energy to the battery. Then this toggle switch was replaced with a regular pedal, a third. It was impossible to do this on one standard brake pedal, because it was necessary to switch the slip frequency from addition to subtraction.

– How did the car brake in recuperation mode? Did you have enough braking torque?

- The car brakes the engine very effectively. I even drove myself and felt, although not a driver, I never had a right.

Now, when I ride the trolleybus, I always see when they switch to regenerative braking with energy return to the grid. Of course, it is more difficult to give it to the network than to the batteries - because someone has to receive this energy, another trolleybus in motion mode or a substation must pass this current, and there are rectifiers there.

Our drivers willingly used recuperation, but I will not say for the drivers at the car plant, I do not know. With Kolchin, its director, we rarely spoke, except when foreign delegations came. There were many such delegations, and everyone asked to show the transformer. We somehow got away from this, said that everything was sealed there and could not be disassembled. Didn't want to show, in general. Even from the Pentagon some general came. We drove out into the street in an electric car, and he says: “Let me go by myself!”. I was at a loss, but I gave it all the same. He drove through, got out and said: "Great!" I myself was surprised at how obediently and evenly she walked.

But the main limitation was the battery. We wanted to charge it with a shock current! So that the current passes instantly and charges the battery. So that the driver does not wait. Then, it seems in 1980, we were transferred to VNIIIT (Institute of Current Sources) and placed in the department that dealt with molecular storage. For his employees, an electric car is an unnecessary fun, they worked for space. But we didn’t need any special help from them, everything worked fine for us. Only one thing was asked: make a normal battery. Even if it is a small capacity, but it should be charged instantly. We went to the leadership of the institute with this: since they took us (and they really wanted it), then help with the development of batteries. But no one has done anything worthwhile.

On ordinary batteries, which Smolkova gave us, we drove about 70-80 km. Once Lidorenko, the director of our new institute, ordered to give us a silver-zinc battery with a capacity of 180 Ampere hours for testing, developed by VNIIITA itself. It was wildly expensive, so it was more of a gratifying interest than a serious experiment.

We put it on an electric car, drove it all day - we could not discharge it. We drove about 350 km, then spat and put the car in the garage. This was the only battery that would allow an electric vehicle to operate normally. And it was lighter than lead.

– Could the silver-zinc battery be charged with high currents?

- Hard to say. We charged from the same chargers as conventional batteries.

– At least it was impossible to agree on a small-scale production of such a battery?

- Until recently, we planned not small-scale production, but large-scale production! A whole park of cars operated at the 34th auto-complex is a great experience, they have worked out the whole scheme of organizing transportation. We trained drivers, mechanics, built charging stations at unloading points. So the goal was to continue this business, to transfer all distribution transport in Moscow to electric traction. Gobermann was striving for precisely this, helping us.

– Do you think it makes sense now to go back to silver-zinc batteries?

- No, of course, now there will be an over-price for such an amount of silver. Nobody would buy an electric car like that.

You know, I had an interesting experience of using our converters and motors for other purposes, not transportation. Since we were listed in the Department of Molecular Storage, we were required to use them somehow. And so in Gelendzhik, where the VNIIIT laboratory was located, we organized a test bench. They drilled a well, started a pump there on an asynchronous motor and powered it all from solar panels and molecular accumulators. At night, the pump was powered by stored energy, and during the day from the Sun. The engine was running in water and nothing bad was done to it. So the reliability of the asynchronous device was also tested in extreme conditions.

We went to all sorts of international symposia, and when I started my report, there was complete silence. Everyone listened attentively, wrote something down, then asked questions. Then brushed motors were in vogue, asynchronous ones were new. And now almost all car manufacturers are working in this direction.

- In the double conversion of current, which is needed to power the asynchronous device from DC batteries, part of the energy is still lost?

- It is lost, yes, and it is lost in the inverter, for switching, for closing, for opening thyristors. But this is scanty energy. If we take high-frequency thyristors, then this is less than a percent, I controlled a pulse of a few microseconds. Loss switching only. Of course, they are in the capacitor, in the chokes. And in the thyristor itself. But insignificant. There is a converter in the trolleybus, and what, there are no losses? Nonsense is everything, on a modern element base such losses can even be ignored. As well as transformation.

– What, besides the lack of suitable batteries, hindered the implementation of your developments?

- Everything was built on connections. In the Central Committee, in the Politburo. We had Goberman, but even he was unable to break through this wall of indifference.

Once a prominent functionary asked me directly if I was familiar with Heydar Aliyev, there was such a first Deputy Chairman of the Council of Ministers of the USSR, he was in charge of our issues. “Of course not,” I say. "Then you can forget about the introduction into serial production."

They pulled me into the party, even forced me to study for two years at the philosophy department of the Institute of Marxism-Leninism. But I never joined the CPSU. At the end of the eighties, we introduced a new employment registration scheme - annual contracts. The year ended - and the contract could be extended. Or they might not have extended it. It's so fought for discipline. So, the head of the department calls me and solemnly says: Gennady Alekseevich, you have been admitted to VNIIIT indefinitely! I said thank you and retired.

– Do you think your development has lost its relevance now?

- It will never lose its relevance, this is the future of all electric transport. When I retired, one of my employees came to me and said: "We had a scientific and technical meeting in the department, and we decided: all further work will be carried out according to your schemes." A certain Borisova came and brought me an extract from the minutes of the meeting. Then our boss came up with the idea of making walking cars with molecular storage and solar batteries, supposedly even potential customers came to him from the Emirates. They made such a car, but the deal did not take place. And the car itself turned out to be so-so ...

The history of electric vehicles VNIIEM - VNIIIT - NPO "Kvant"

The first electric vehicles on an asynchronous traction motor were made by VNIIEM in cooperation with the Kaliningrad All-Russian Research Institute of Electric Transport in 1967-1970. These were two samples under the names EMO-1 and EMO-2. In parallel, two prototypes were built on the bases of the UAZ-451 and UAZ-452.

In 1970-72, in cooperation with NIIAT, they built two samples of delivery vans with a plastic body; according to some information, their design belongs to the "pen" of Yuri Dolmatovsky.

Electric vehicles created in cooperation with NIIAT.

Here is a fragment of a randomly preserved amateur film, where the VNIIEMNIIAT car and its creators are captured:

Note from an unknown newspaper in the mid-1970s

In 1974-78, 10 U-131 vehicles, converted from UAZ-451DM, were assembled at the repair and production base of Glavmosavtotrans. They have already used special batteries NIISTA 6EM-60 with a specific energy capacity of 25 Wh / kg and allowing an accelerated charge (within three hours at least 60% of the capacity). Three such vehicles took part in the November 1975 demonstration, passing through Red Square.

Screenshots from accidentally surviving amateur filming of a 1975 demonstration

They were the first to pass the test cycle at the Dmitrov auto-range. The maximum speed was 70 km / h, the cruising range at 40 km / h - 70 km, while driving in the European urban cycle - 50 km. In 1977, acceptance tests of the U-131 took place and their further production was recommended (with a number of modifications).

The U-131 were the first vehicles to be put into trial operation at the 34th Moscow Automobile Plant. A dedicated area for charging and maintenance was created there, and several additional chargers were installed at the points of unloading. The average mileage of the U-131 did not exceed 40 km per day, so there was enough charge, but the drivers of the car factory still did not really like electric cars: there were several cases of stopping right on the way due to a lack of energy. And they often broke.

In 1978, VNIIEM, together with the RAF, converted 2 copies of the Riga minibus RAF-22038, they also visited the test site. But before that, by the forces of Glavmosavtorans and VNIIEM, ElektroRAFik was made under the code name "Bourgeois". He received this nickname for the luxurious interior decoration made in ZiL, on the site where government limousines were assembled.

RAF-22038 Glavmosavtotrans

Page from the report on the tests of the electro-RAF at the Dmitrov test site

In 1977, UAZ joined the topic, releasing its first batch of UAZ-451MI electric vehicles, which was a free fantasy on the U-131 theme. They also entered the 34th Automobile Plant on October 9, 1978. The RAF also did not stand aside, in 1978-79, having assembled several machines 22038 and 22037 on direct and alternating currents. And, of course, VAZ, which began to assemble the VAZ-2801 electric delivery vans based on the VAZ-2102. But all these works had no direct relation to VNIIEM, we mention them only in the context of general history.

In 1980, already under the wing of VNIIIT, Zverev's associates (Boris Pavlushkov, Nikolai Rodionov, etc.) began to make a highly modernized version of the U-131, called the UAZ-3801. The plant Saturn, UAZ and VNIIIT itself represented by NPO Kvant took part in the work (it was in its structure that the developers of electric vehicles were located). More than 50 UAZ-3801 units were made (58, to be exact), most of which worked at the same 34th automobile plant. The last such car was assembled in 1988. One of the "UAZs" has survived in "Kvant" to the present day, it can be seen in the photograph from the "Moscow-Kievskaya" depot, on the territory of which one of the "Kvant" offices is located.

The last electric car made by "Quant" during the USSR was a mini-car with a solar battery, which Gennady Zverev mentions. It was intended for resort areas, for leisurely walks at low speed. To be completely honest, one of the calculations was made for the closed Black Sea sanatoriums, in which the then party bosses and members of the Central Committee rested. By that time, "Kvant" already had some experience of such "cooperation": one of the electroRAFiks at the end of the seventies served just such status vacationers in Foros. An experienced electric tractor also worked there.

The mini-car turned out to be very conceptual, but it was never brought to mind. One copy drove at the very least, the second remained a model. He still stands in the storerooms of "Kvant". By the way, the design of the mini-car was done at ZiL, but it was not yet possible to find out the name of this genius.

Mini-car with solar cells on the roof

The further history of Kvant electric vehicles is rich in various kinds of experiments, but their description is already beyond the measured chronological framework. Let's just say that up to the present moment in "Quant" they adhere to the high-voltage alternating current circuit.

And here is the filming of the same November 1975 demonstration. The operator was clearly holding the camera in his hands for the first time; but what is there ... First there is a black and white fragment, then a colored one.

Like( 3 ) I do not like( 0 )

An electric motor is a device that converts electricity into mechanical. It works using the principle of electromagnetic induction and has recently become increasingly popular in the automotive market as a promising direction for the development of the automotive industry. Therefore, it makes sense to get acquainted in more detail with the device of an electric vehicle, its engine, behind which may be the future of the industry.

Principle of operation and device

The electric motor includes a stator and a rotor. The rotating magnetic field in the stator acts on the rotor winding and induces an induction current in it, a torque arises, which sets the rotor in motion. The electrical energy supplied to the motor windings is converted into mechanical rotational energy.

Thanks to the development of technology, electric motors have found applications in various industries, for example, the automotive industry. Moreover, they can be used either separately or in conjunction with (ICE). The last option is hybrid cars.

The unit for a car differs from the electric motors used in production in its small dimensions, but with increased power. In addition, modern developments are increasingly alienating car engines from other similar devices. Characteristics of electric vehicles are not only indicators of power, torque, but also speed, current and voltage. Since the movement and maintenance of the car depends on these data.