JPS6077604A - Ac electric railcar - Google Patents

Abstract

PURPOSE:To improve the controllability of a speed suppressing brake by controlling the DC voltage and a field current of a power converter on the basis of an armature current at the speed suppressing notch command time and the prescribed predetermined control pattern. CONSTITUTION:A DC voltage pattern circuit 58 and a field current pattern 59 input a speed suppressing brake notch command 51 and an armature current Ia, and outputs a DC voltage pattern Ea of a power converter 3 and a field current pattern If in response to the armature current in case of a speed suppressing brake notch command. Thus, an arbitrary speed suppressing brake notch curve can be obtained without increasing the capacity of a stabilized resistor and without providing a constant speed control system with a tachometer generator.

Description

DETAILED DESCRIPTION OF THE INVENTION [Field of Application of the Invention] The present invention relates to an AC electric vehicle suitable for controlling a speed-reducing regenerative brake.

[Background of the invention]

This type of AC electric vehicle is equipped with a power converter that converts AC power to DC when driving, and reversely converts DC power to AC power during regenerative braking, and a power converter that uses the DC power of the power converter to tow when driving A DC motor that generates braking force during regenerative braking, a field power supply device that supplies power to the field winding of the DC motor, and a command given externally to the power converter and field power supply device. There has been provided a device configured to include a control device that performs control based on the following.

Control of the restraining brake of the AC electric vehicle configured in this manner will be described below.

In AC electric cars, the resistance of the DC circuit is generally much smaller than the resistance control resistance of DC electric cars, so the slope of the suppression notch curve of the DC resistance force is more than twice as high. Various countermeasures have been taken, such as increasing the number of restraining notches for AC electric cars with a restraining brake that has a large slope, or increasing the stabilizing resistance value of the armature circuit. Ta. Increasing the number of restraint notches means that
There are problems such as the main controller in the driver's cab becomes larger, which causes problems with the installation of locomotives, but also with electric trains, and the handling of operation differs from that of conventional resistance cam cars.

Furthermore, installing more stabilizing resistors than necessary has many problems in terms of size, space, weight, and reduction in the amount of regenerative braking.

[Purpose of the invention]

The present invention has been made in view of the above-mentioned problems, and its purpose is to improve the controllability of a restraining brake, and to
The object of the present invention is to provide an AC electric vehicle with a reduced number of parts.

[Summary of the invention]

In order to achieve the second objective, the present invention controls the current flowing through the DC motor based on a predetermined control pattern given in advance for the armature current when a speed control notch command is issued.

[Embodiments of the invention]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Preferred embodiments of the present invention will be described below with reference to the drawings, but before that, the basics and important aspects of the present invention will be explained.

FIG. 1 is an explanatory diagram showing the main circuit configuration of an AC electric vehicle with regenerative brake. In Figure 1, 1 is ノ (tagraph),
2 is a transformer. The transformer 2 has a primary winding 21, a secondary winding 22, and a field power supply winding 23. 3 is a power conversion device, and this power conversion device 3 includes a thyristor 31.
It consists of ~34. 4 is a field power supply device;
This field power supply device 4 includes thyristors 41 and 42,
It is composed of diodes 43 and 44. 5 is a DC breaker for the armature circuit, 6 is a main flat sliding handle for current smoothing, 7 is a current limiting resistor called a stabilizing resistor, 8 is a switch that closes when braking and opens when driving.
9 is a switch that opens when driving and closes when braking; 10
is the armature of the DC motor, 11 is its field winding, 12 is the power running ← brake, a reversing device that switches between forward and backward movement, 13 is the DC breaker for the field circuit, and 14 detects the armature current. A current detector 15 is a control device that controls the power conversion device 3 and the field power supply device 4.

In FIG. 1, for the speed control in row F, the power conversion device 3 receives AC power as input, outputs variable DC power determined based on the required control performance, and drives the armature 10 via the switch 9. On the other hand, the field current If is controlled by the variable DC voltage of the field power supply 4 to be equal to the armature current Ia, for example, or is controlled to weaken the field so that the DC motor does not increase the traction force. occurs and the electric car is accelerated. In addition, when braking is controlled, when the field current f is given, the armature 10
generates DC power, and the DC power is converted into AC power by the inverse conversion action of the power converter 3.

At this time, the field current is controlled as the speed decreases, and then the DC voltage of the power converter 3 is generally controlled from maximum to minimum by phase control of the thyristors 31 to 34.

Hereinafter, control of the slowdown brake related to the present invention will be explained. FIG. 2 shows a control characteristic diagram of an electric vehicle, which is the basis of the present invention. As shown in the figure, the field current If and the DC voltage Ed of the power converter are commanded in response to the speed or the speed control notch. The notch advance is a manual advance by the driver.

FIG. 3 is a block diagram showing an example of a control block of an electric vehicle, which is the basis of the present invention. In FIG. 3, 51 is a speed control notch command, and 52 is a voltage command circuit. This voltage command circuit 52 has the characteristic pattern of Ed shown in FIG. Further, 53 is a field current command circuit;
The field current command circuit 53 has the characteristic pattern of If shown in FIG. 54 and 55 are comparators, 56 is a control block for the power conversion device, and 57 is a control block for the field power supply device, respectively. Further, Ed indicates that a constant voltage control system is included, and F indicates that a constant current control system is included.

FIG. 4 shows a restraining notch curve (speed-brake force characteristic curve) of an electric vehicle obtained from the control shown in FIGS. 2 and 3.

In Fig. 4, loads LDI to 3 indicate the acceleration force characteristics determined by the vehicle type χ, the size of the downward slope, etc., and the linear characteristic at the upper right is the speed-brake force characteristic when each restraining notch is fixed. The speed at the intersection of the load LD characteristic and this Sochi characteristic is the restraining speed j.

However, as can be seen from the main circuit configuration diagram in Figure 1, if the DC voltage Ed and field current f are constant values, the induced voltage in the armature 10 will change proportionally as the speed changes. . Therefore, 'change in armature current ΔI
a is: Here, ΔECI armature induced voltage change R; total resistance value of the DC circuit. As a result, the slope of the inhibition notch curve (the characteristic shown in the upper right corner of Fig. 4) is the total resistance value R of the DC circuit.
It will be decided. If R is small, the slope of the speed control notch curve will be large, and if R is large, the slope will be small. Note that the slope of this notch curve is supported by the brake force change ΔBE/speed change amount ΔV when the vehicle weight is 11.

When the slope of the restraint notch curve becomes 7'c (upright), the change in speed is smaller in response to load fluctuations, which means that the constant speed performance during restraint operation is better. If the notch is treated as a notch that is advanced and returned (71c#), sudden changes in current and braking force are unavoidable, leading to operational problems.

The embodiment shown in FIG. 5 has been developed to solve this problem.

FIG. 5 is a control block diagram showing an embodiment of the AC electric vehicle according to the present invention. In FIG. 5, the same components as those in the embodiment shown in FIG. 3 are given the same reference numerals and their explanations are omitted. The differences between the embodiment shown in FIG. 5 and the structure shown in FIG. At the same time as taking in the armature current Ia, the holding brake notch command is taken in, and the armature voltage Isid and the field current are adjusted based on the armature current Ia and the control pattern circuit 100 at the time of the holding brake notch command. To explain in more detail, in this embodiment, the control pattern circuit 100 is composed of a DC voltage pattern circuit 58 and a field current pattern 59.

The DC voltage pattern circuit 58 has a pattern shown in FIG. Further, the field current pattern circuit 59 has a pattern shown in FIG. Tsumashi, armature current I
A and the holding brake notch command are input, and a desired holding notch curve is obtained by issuing a DC voltage pattern and a field current pattern to each circuit 58 and 59 according to the armature current Ia. It is something that can be done.

The DC voltage pattern shown in Fig. 6 has characteristics that reduce the rising speed of the restraint notch curve by narrowing the DC voltage to a small value in a region where the armature current Ia is small (a region where the pawl brake force is small). This makes it possible to soften the material.

Furthermore, the field current pattern shown in Fig. 7 allows the field current If to be subdivided as the armature current Ia increases, thereby making it possible to reduce the slope of the suppression notch curve. It is something. In addition, in FIG. 7, the characteristic shown in the upper right corner of BC is a weak field limit determined from the rectification performance of the DC motor during braking.

In this way, by appropriately setting the pattern characteristics shown in FIGS. 6 and 7, a notch curve with an arbitrary slope can be obtained. Depending on the required braking performance, it is possible to keep the DC voltage pattern shown in Fig. 6 constant regardless of the armature current Ia, and in this case a model diagram of the braking brake notch curve is shown in Fig. 6. As shown in FIG. 8, the characteristic appears as if the portion indicated by the dotted line has been cut. It goes without saying that the field current pattern at this time needs to be limited as shown by the dotted line in FIG. 7.

In FIG. 5, the DC voltage control system is a feedback control system, but of course, even with an open-loose control system, the speed control performance is a practical problem. [Effects of the Invention] As described above, the present invention has According to this method, at least the magnetizing current is controlled according to a predetermined control pattern based on the armature current, so there is no need to increase the capacity of the stabilizing resistor, and a constant speed control system using a speed generator is provided. This has the effect that any desired brake notch curve can be easily obtained without any trouble.

[Brief explanation of the drawing]

Fig. 1 is an explanatory diagram showing the main circuit configuration of an AC electric car with a regenerative V-key; Figure 3 is a control block diagram showing an example of an AC electric vehicle that is the basis of the present invention;
FIG. 4 is a brake brake notch curve diagram of the same, FIG. 5 is a control block diagram showing an embodiment of the AC electric vehicle according to the present invention, and FIGS. 6 and 7 are control patterns used in the embodiment of FIG. 5. A characteristic diagram showing one example, and FIG. 8 is a characteristic diagram showing a model diagram of a restraining brake notch curve showing another embodiment of the present invention. 3...Power converter device, 4... Field magnet Power supply device, 10・
・・Mr. Deni □ Table /77/, /Na Island (Takagami t) @ De Ei no Na, y (B Figure 4 ≠ Figure f Kuzu gffl Kuzu 7m Continued from page 1 0 Inventor Susumu Ohno Inside Sakusho, Chiyoda-ku, Tokyo

Claims (1)

[Claims] 1. A power converter that converts AC power to DC power during power running and reversely converts DC power to AC power during regenerative braking, and uses the DC power of this power converter to provide traction power during driving and regenerative braking. The motor includes a DC motor that generates a braking force, a field power supply device that supplies power to a field winding of the DC motor, and a control device that controls the power conversion device and the field power supply device based on a command. In the AC electric vehicle, the control device receives a restraining brake notch command and an armature current, and adjusts the DC voltage and voltage of the power converter based on the armature current at the time of the notch command and a predetermined control pattern. An AC electric vehicle characterized by having a circuit configured to control at least one of the field currents of a field power supply device.