JPS61135301A - Controller for electric rail car - Google Patents

Abstract

PURPOSE:To smoothly switch by temporarily dropping a brake pattern voltage when switching a contactor from parallel connection to series connection during regenerative brake controlling. CONSTITUTION:A contactor 5-1 for parallel connection is closed during regenerative brake controlling. When a separately-excited field current becomes maximum, a contactor 10 for series connection is closed. Thus, a brake pattern voltage is branched through auxiliary contacts 5-1a1, 10-a2 is branched to a discharge resistor 10 to drop the pattern voltage. When the auxiliary contact 10-b of the contact 10 is opened, the coils 5-1a, 5-2a of the contact for the parallel connection are deenergized. Thus, the auxiliary contact 5-1a1 is opened, and the output voltage of a brake pattern output device 19 is returned to the original value.

Description

Detailed Description of the Invention - [Field of Application of the Invention] The present invention relates to a control device for an electric vehicle, and in particular, the armature circuit connection of a traction motor having a shunt-wound or compound-wound electric motor with a t-m number 1iilJg, relates to a 5'riL steam train control device that performs control to switch from parallel connection to series connection.

[Background of the invention]

The prior art and its problems will be explained with reference to FIGS. 31 to 7. Figure 3 is an explanatory diagram of the operating mode of the main circuit when switching the armature circuit from parallel connection to series connection during regenerative brake control, Figure 4 is a notch curve diagram when switching from parallel to series connection,
FIG. 5 shows a conventional control block diagram. Figures 3 and 5
In the figure, 1 is a pantograph, 2 is a contactor, 3-1 and 3-2 are main motors, 4-1 and 4-2 are field magnets, and 5-1
5-2.6 are contactors, 7-1 and 7-2 are separately excited field magnets, 8 is a chopper device, 9 is a freewheel diode, and 10 is a contactor.

In the notch curve diagram in Figure 4, the distance from the driver's cab is 500Kf.
When a brake force command of /Motor is given, the brake output is decelerated from the zero point shown in the figure to the maximum zero point by the separately excited field current I in accordance with the characteristics of brake output 500 Kf/Motor. During this time, the armature circuits are connected in parallel as shown in FIG. 3 as operating mode A. When the zero point in FIG. 4 is reached, it is detected that the separately excited field current It has reached the maximum, and the heart armature circuit is switched from parallel to series.

Operation mode: By turning on the contactor 10 for series connection, the switching resistor 11 is inserted into the stain circuit. At this time, the resistance value of the switching resistor 11 is selected so that one current flowing through the resistor becomes equal to the armature current IAs at point 3 in FIG. ``Operating mode C: Contactor 5-1 for parallel connection
゜5-2 is opened. The armature circuit is connected in series with the switching resistor 11 inserted. Contactor for parallel connection 5-
The switching resistor 11 is sequentially short-circuited by the opening of 1.5-2. The separately excited field current Is is reduced by the chopper device 8 following the short circuit of the switching resistor 11.

Operation mode D=The armature circuit is in a series control state with all switching resistors 11 short-circuited.

In Figure 4, it becomes 0 points. After that, the traction motor circuit remains in the operating mode D and the separately excited field current I starts from point O in Figure 4.
! The speed will be reduced to a maximum of 00 points. Furthermore, as the electric vehicle decelerates, it decelerates to point [F] and the main circuit turns off.

When a brake command of 250V4/Motor is given from the driver's cab, in the knob curve diagram of Fig. 4, [
F]→O→0→■→[F].

The control operation will be explained using the control block diagram in FIG. When the brake command 17 is issued from the driver's cab, the coil 2-a1 of the solenoid valve for flow breakers, the contactor 5-1.5 for parallel connection
-2 each coil 5-1a.

5-2a% Coil 6-a of contactor 6 for separately excited field circuit is excited, contactors 2.5-1.5-2 and 6 are closed,
A circuit in a regenerative brake parallel control state is configured. or,
At this time, the brake command 17 is being given to the brake pattern output device 19, and a brake pattern voltage is being generated. The pattern voltage during play is 5 Vs 200 if the brake command is, for example, 500 noodles/Mofor.
For Kf/Motor, it is generally set to 2V. The electric single armature current is detected by a DC current transformer 12, and the separately excited field current is detected by a DC current transformer 13, and is applied as a force of 200 Å to a brake torque detector. The brake torque detector 20 calculates the brake force from the armature current and the separately excited field current. The output of the brake torque detector 20 is also 5 V if the brake command is 500 Kf/Motor, Z 00 Kf/1 dotor? 6retd2V
, is generally set as follows. The brake pattern voltage and the output of the brake torque detector are applied to a comparator amplifier 21. Comparison amplifier 21 calculates [(brake pattern voltage) - (brake torque detector output voltage)
] If the value is positive, the gate of the chopper device 8 is opened to increase the flow of the passive field, and if it is negative, the gate of the chopper device 8 is closed to reduce the passive field current.

Driver's cab, F) If a brake command of 500 Kg/Motor is given, as the speed decreases, the separately excited field current will increase from 0 point to 0 point along the 500 Kg/Motor curve in Figure 4. It will be controlled. When the velocity reaches 0 point, the separately excited field blood flow reaches its maximum value,
The comparator 15 shown in FIG. 5 is turned on, the coil 10-a of the series connection contactor 10 is energized, and the contactor 10 is closed. At this time, the main circuit configuration is as shown in operation mode B in FIG. By closing the contactor 10, the switching resistor 11 is inserted into the main circuit. Further, when the contactor 10 is closed, its auxiliary contact 10-b is opened, and the coils 5-1a and 5-2a of the parallel connection contactor are demagnetized, and the contactor 5-1, 5-2 is demagnetized. opens. The main circuit configuration is as shown in operation mode C in FIG.

Next, the contactor 10 is closed and the contactors 5-1 and 5-2 are opened, thereby opening the respective auxiliary contacts 10a+ and 5-.
1b is closed, a short-circuit command is given to the resistance short-circuit contactor 16, and the switching resistors 11 are sequentially short-circuited, and finally all the resistances are short-circuited. The state at this time is 9 as shown in operation mode D in FIG. 4 Oh.

During this period, a brake pattern voltage of 5V continues to be generated when the brake command value is 500 Kg/Motor.

FIG. 6 shows temporal changes in the separately excited field current Itb armature current 1, the brake pattern output, and the regenerative braking force. It can be seen that if there is a sufficient regenerative load, there is no change in the regenerative braking force even when switching from parallel to series.

Now, let's consider a case where there is not enough regenerative load. The regenerative brake output of an electric vehicle is limited by the size of the regenerative load. In other words, if there is a sufficient regenerative load of 1c to match the brake command value from the driver's cab, a regenerative brake output equal to the brake command value will be output, but if the regenerative load is small, the regenerative brake output will be output regardless of the brake command value. Only the amount corresponding to the load is output. For example, the regenerative load is 250K.
g/Motorl, if it cannot be absorbed, set the brake command value to 500 Kl/Motor and perform regenerative play.
+Hd Force a250 Balance with K9/Motor. (At this time, 500-250 = 250Kf
/Motor is supplemented by air pre-pressure. ) Fig. 7 shows the state of changes over time in the regenerative braking force, armature current work 1, etc. during switching when the regenerative load is small. Contactor 100 for series connection when switching from parallel to series
By turning on, the switching resistor 11 is inserted into the armature circuit. At this time, when looking at the insertion of the switching resistor 11 from the armature side, it is exactly the same as if the regenerative load suddenly increased, and a peak was formed in the regenerative braking force as shown in Fig. 7.
A shock occurs in the vehicle.

That is, in the conventional control system, when there is not enough regenerative load, there is a problem in that when switching the armature circuit from parallel connection to series connection, a shock occurs to the vehicle due to a peak generated in the regenerative braking force.

[Purpose of the invention]

The purpose of the present invention is to solve the above-mentioned problems in the prior art,
To provide an electric vehicle control device capable of smoothly switching armature circuits from parallel connection to series connection during regenerative brake control by adding a simple circuit device even when regenerative load is insufficient. There is a particular thing.

[Summary of the invention]

A feature of the present invention is that in an electric vehicle control device that performs control to switch the armature circuit connection of a traction motor from parallel connection to series connection during regenerative braking control, the brake force pattern voltage is applied to a contactor that is closed during parallel connection. By providing a brake force pattern pull-down circuit that reduces the potential to zero through the auxiliary contact of the contactor, which closes when connected in series, and a discharge resistor with a variable resistance value, it is possible to connect in parallel or in series. The brake force pattern voltage is reduced to a certain set value only for a short period of time immediately after switching to the brake force pattern voltage.

[Embodiment of the Invention] An embodiment of the present invention will be described below with reference to FIGS. 1 and 2. FIG. 1 shows an embodiment control block diagram. Compared to the conventional control block diagram shown in FIG. 5, a brake force pattern drawing circuit surrounded by a broken line is added to the output side of the brake pattern output device 19. That is, the output of the brake pattern output device 19 is connected to the auxiliary contact 5-1al of the contactor 5-1 which is closed when connected in parallel, the auxiliary contact 10-a of the contactor 10 which is closed when connected in series, and the resistance value. It is connected to ground potential through a series connection circuit with a discharge resistor 18 that can be variably set.

FIG. 2 shows temporal changes in the regenerative braking force, brake pattern voltage, armature current 11, and separately excited field current It when controlled by the circuit shown in FIG. This is the case when the brake pattern voltage is reduced to about 70- when switching from parallel to series connection.

Next, the operation of the circuit shown in FIG. 1 will be described. During regenerative brake parallel control, the contactor 5-1 for parallel connection is closed, and its auxiliary contact 5-1at is also closed (operation mode human state in FIG. 3). Separately excited field current It is maximum [4th]
Point ■ in the figure], the coil 1 of the contactor 10 for series connection
0-a is excited, the contactor 10 is closed, and its auxiliary contact 1O-al is closed. Auxiliary contacts 5-1al and 10-
When a: is closed, the brake pattern output is forcibly shunted to the discharge resistor 18 regardless of the brake command, and the pattern voltage is lowered. In this example, the amount is reduced to about 701. The main circuit configuration is operation mode B in Figure 3.
I am in the state of

Next, since the separately excited field current Xt is the maximum, the comparator 15
is turned on, the coil 10-a of the series connection contactor 1o is excited, and the auxiliary contact 1o-b of the contactor 10 is opened.

For this reason, the coil 5- of the contactor 5-1, 5-2 for parallel connection
1a and 5-2a are demagnetized, and the contactors 5-1 and 5-2 are opened. At the same time, the auxiliary contact 5-1al is opened, and the output voltage of the brake pattern output device 9 is restored to its original state.

The main circuit configuration is in operation mode C shown in FIG.

As described above, when switching from parallel connection to series connection, the brake pattern voltage is lowered by the auxiliary contact 5-1al of the parallel connection contactor and the auxiliary contact 10 of the series connection contactor.
−32 are both closed lap time (0,1 seconds ~
0.2 seconds), and has the advantage of being able to be executed with the addition of a very simple circuit. Further, since the configuration uses the auxiliary contact of the contactor, there is no need to change the gate control device at all, and therefore, there is an advantage that it is easy to modify a conventional vehicle.

〔Effect of the invention〕

As described above, according to the present invention, by adding a simple circuit configuration, it is possible to smoothly perform control when switching from parallel connection to series connection during regenerative brake control.

In addition, in the example, it was explained that the auxiliary contact of the existing contactor was used, but when switching from parallel connection to series connection,
The present invention can also be applied to a configuration in which a relay is temporarily activated and the brake pattern voltage is lowered by its contact, or a configuration in which a camshaft contact is used to temporarily lower the brake pattern voltage when switching from parallel connection to series connection. A similar effect can be produced.

[Brief explanation of the drawing]

Fig. 1 is a control block diagram of an embodiment of the present invention, Fig. 2 is a diagram showing the change characteristics of regenerative braking force and main circuit current, etc. of the above embodiment, Fig. 3 is an explanation of the operation mode of the main circuit. Figure 4 is a notch curve diagram when switching from parallel to series, Figure 5 is a notch curve diagram when switching from parallel to series.
The figure is a control block diagram of the conventional example. Figure 6 is a diagram of changes in regenerative braking force, main circuit current, etc. when there is sufficient regenerative load in the conventional method. Figure 7 is the regeneration diagram when the regenerative load is small in the conventional method. It is a change diagram of brake force, main circuit current, etc. 2.5-1.5-2.6.10... Contactor, 3-1゜3-2... Main motor, 4-1.4-2... Field, 7
-1゜7-2...Separately excited field magnet, 8...Chopper device,
9... Freewheel diode, 11... Switching resistor, 12.13... DC current transformer, 15... Comparator, 16... Resistance shorting contactor, 17... Play Middle command device, 18... Discharge resistor, 19... Brake pattern output device, 20... Brake torque detector,
21... Comparison amplifier.

Claims (1)

[Claims] 1. In an electric vehicle control device that controls the connection of the armature circuit of a main motor consisting of multiple groups of shunt-wound or compound-wound motors from parallel connection to series connection during regenerative braking control, brake force pattern voltages are connected in parallel. By providing a brake force pattern draw-down circuit that reduces the potential to zero through the auxiliary contact of the contactor that is closed when connected in series, the auxiliary contact of the contactor that is closed when connected in series, and a discharge resistor with a variable resistance value. , an electric vehicle control device characterized in that the brake force pattern is reduced for a short period of time immediately after switching from parallel connection to series connection.