JP2014217087A - Electric locomotive system and electric locomotive - Google Patents

Abstract

PROBLEM TO BE SOLVED: To enable a cooperative operation to be performed easily in an electric locomotive system that connects an electric locomotive by an inverter control method and an electric locomotive by a resistance control method whichever electric locomotive is used as a main locomotive.SOLUTION: In an electric locomotive system 1 that includes an electric locomotive 20 by a resistance control method provided with a master controller 24 of a manual stage control type, and an electric locomotive 10 by an inverter control method provided with a master controller 14 of an automatic stage control type, which is connected to the electric locomotive 20 by the resistance control method, another vehicle armature ammeter 16 that indicates an armature current value of a main motor 21 of the electric locomotive 20 by the resistance control method is provided to an operator's stand 10b of the electric locomotive 10 by the inverter control method.

Description

  The present invention relates to an electric locomotive system in which an inverter-controlled electric locomotive and a resistance-controlled electric locomotive are operated in a coordinated manner, and an electric locomotive constituting the electric locomotive.

  Conventionally, in a railway vehicle, when a plurality of power vehicles having different power types and main motor control methods are operated in combination or in multiple operation, cooperative operation in which these power vehicles are operated in cooperation with each other has been performed. It has been broken.

  As a conventional technique of cooperative driving in an electric vehicle, for example, Patent Document 1 discloses a pneumatic vehicle based on a control map selected in accordance with a detected amount of vehicle weight and a notch command by a driver in a knitting in which a pneumatic vehicle is combined with an electric vehicle. Is set to an optimal value corresponding to the weight of the vehicle body, thereby enabling a smooth and cooperative operation of the electric vehicle and the pneumatic vehicle.

  On the other hand, as the electric locomotive of the VVVF control system (variable voltage variable frequency control system) becomes popular as the electric locomotive of the inverter control system, the electric locomotive of the VVVF control system and the resistance control system conventionally used are used. There has been a demand for connecting electric locomotives and operating them together.

Japanese Patent Laid-Open No. 11-310126

  The electric locomotive of the VVVF control system has an automatic advance type master controller, and the operation is performed by an automatic advance operation in which target notch commands are collectively input by a handle provided on the cab. Is called. On the other hand, the main controller of the resistance control type electric locomotive is a manual advance type, and its operation is performed by a meter provided on the cab with the armature current (main circuit current) of the main motor. While confirming this value, the notch command is sequentially raised manually so as to keep this armature current below a certain value. In addition, the resistance control type electric locomotive is configured such that when the armature current of the main motor exceeds a certain value, an armature current overcurrent failure occurs and the control operation is stopped.

  Therefore, in order to coordinately operate a VVVF control type electric locomotive and a resistance control type electric locomotive, no matter which electric locomotive is the main vehicle (leading car), the resistance control type electric locomotive is used. Similar to the operation of the locomotive, it is necessary to perform the operation of raising the notch command while confirming that the value of the armature current of the main motor is not more than a certain value.

  However, since the armature current value of the resistance control type electric locomotive cannot be known in the cab of the VVVF control type electric locomotive, the notch command is raised at an appropriate timing from the electric locomotive side of the VVVF control type. In order to perform the operation, it is necessary to send a signal between the electric locomotives using a whistle or the like, and it has been difficult to perform a cooperative operation using a VVVF control type electric locomotive as a main vehicle.

  An object of the present invention is to solve such problems of the prior art, and an object of the present invention is to connect an inverter-controlled electric locomotive and a resistance-controlled electric locomotive. In the electric locomotive system, any one of the electric locomotives can be easily operated as a main vehicle.

  The electric locomotive system of the present invention includes a resistance control type first electric locomotive equipped with a manual advance type main controller and an automatic advance type main controller connected to the first electric locomotive. And a display means for displaying an armature current value of a main motor of the first electric locomotive is provided in the cab of the second electric locomotive. It is characterized by.

  In the electric locomotive system of the present invention, in the above configuration, an armature current signal of a main motor of the first electric locomotive is transmitted between the first electric locomotive and the second electric locomotive. It is preferable to have a jumper wire passing to the locomotive side.

  The electric locomotive of the present invention is an inverter control type electric locomotive equipped with an automatic advance type main controller, and is connected to a resistance control type electric locomotive equipped with a manual advance type main controller. When this is done, the cab is provided with display means for displaying the armature current value of the main motor of the electric locomotive of the resistance control system.

  The electric locomotive of the present invention is a resistance control type electric locomotive equipped with a manual advance type main controller, and is connected to an inverter control type electric locomotive equipped with an automatic advance type main controller. And a current signal output terminal for outputting an armature current signal of the main motor toward the inverter-controlled electric locomotive.

  According to the present invention, the armature current value of the resistance control type electric locomotive can be confirmed in the cab by the display means provided in the cab of the inverter control type electric locomotive. Even when an electric locomotive system in which an electric locomotive is connected to an electric locomotive of resistance control type is operated in the cab of the electric locomotive of inverter control type, the armature of the electric locomotive of resistance control type is used. Manual notch operation with current value monitored becomes possible. Therefore, in an electric locomotive system in which an inverter-controlled electric locomotive and a resistance-controlled electric locomotive are connected, any electric locomotive can be easily operated as a main vehicle.

It is explanatory drawing which shows the example of organization of the electric locomotive system which is one embodiment of this invention.

  In an electric locomotive system in which an inverter-controlled electric locomotive and a resistance-controlled electric locomotive are connected, any electric locomotive can be used as a main vehicle so that cooperative operation can be easily performed. The purpose is to provide a display means for displaying the armature current value of the main motor of the resistance control type electric locomotive connected to the cab of the inverter control type electric locomotive. This was achieved with a simple configuration that enabled manual notch operation by monitoring the armature current value of the resistance-controlled electric locomotive in the cab of the car.

  Hereinafter, the present invention will be described with reference to FIG.

  The electric locomotive system 1 shown in FIG. 1 is configured in a knitting in which an inverter control type electric locomotive 10 and a resistance control type electric locomotive 20 are connected by a coupler 2. In the illustrated case, the electric locomotive system 1 is composed of only two electric locomotives 10 and 20, but in addition to these electric locomotives 10 and 20, one or a plurality of accompanying vehicles are connected. It can also be. In this case, the electric locomotive system 1 performs a knitting operation in which an electric vehicle having the electric locomotive 10 and an electric vehicle having the electric locomotive 20 are combined, or a multiple operation by the two electric locomotives 10 and 20. It can be organized.

  The inverter-controlled electric locomotive 10 includes a main motor 11 serving as a drive source for driving the wheel 10a, and a control device 12 for controlling the operation of the main motor 11. As the main motor 11, for example, an AC motor such as a cage three-phase induction motor or a synchronous motor is used. Moreover, as the control apparatus 12, the thing of the inverter control system which can control the main motor 11 by VVVF control (variable voltage variable frequency control) is used, for example.

  A current collector (pantograph) 13 in contact with an overhead wire (not shown) provided on the track is connected to the control device 12, and an alternating current is supplied to the control device 12 through the current collector 13.

  A driver's cab 10b is provided in the cab of the electric locomotive 10, and the driver's cab 10b is provided with an automatic advance type main controller 14. The master controller 14 outputs a notch command signal that serves as a command for powering (acceleration) and braking (braking) to the electric locomotive 10 according to the notch position of the main handle (not shown). The master controller 14 is connected to the control device 12 through a connection line 15, and the control device 12 controls the operation of the main motor 11 based on a notch command signal input from the master controller 14.

  On the other hand, the resistance-controlled electric locomotive 20 includes a main motor 21 that is a drive source for driving the wheels 20a, and a control device 22 that controls the operation of the main motor 21. As the main motor 21, for example, a squirrel-cage three-phase induction motor, a DC motor such as a synchronous motor, a brush motor, or the like is used. As the control device 22, a resistance control type is used.

  A current collector (pantograph) 23 in contact with an overhead line (not shown) provided on the track is connected to the control device 22, and an alternating current is supplied to the control device 22 through the current collector 23.

  The electric locomotive 20 is provided with a cab facing away from the cab of the electric locomotive 10. A cab 20b is provided in the cab, and a manual advance type main controller 24 is provided in the cab 20b. The main controller 24 is connected to the control device 22 by a connection line 25, and receives a notch command signal that serves as a command for powering (acceleration) and braking (braking) to the electric locomotive 20 by a notch position of a main handle (not shown). Output to the control device 22. The control device 22 is an indirect control type, and controls the operation of the main motor 21 by a resistance control method based on a notch command signal input from the master controller 24.

  The control device 22 includes a current data output unit 22a, detects the current flowing through the armature of the main motor 21, that is, the value of the armature current (main circuit current), and outputs the current data as an armature current signal. Output from the unit 22a.

  A vehicle armature ammeter 26 is provided on the cab 20b of the electric locomotive 20 of the resistance control system. The own vehicle armature ammeter 26 is connected to a current data output unit 22a provided in the control device 22 by a lead-through line 27, receives an armature current signal output from the current data output unit 22a, and receives the armature current signal of the main motor 21. Displays the armature current value. Therefore, the driver can check the value of the armature current of the main motor 21 in the cab of the electric locomotive 20.

  The resistance control type electric locomotive 20 is provided with a current signal output terminal 28. The current signal output terminal 28 is connected to the current data output unit 22a of the control device 22 by a lead-through line 27, and can output an armature current signal to the outside.

  A driver's cab 10b of the inverter-controlled electric locomotive 10 is provided with another vehicle armature ammeter 16 as a display means. A lead wire 17 is connected to the other vehicle armature ammeter 16, and the other vehicle armature ammeter 16 is connected to a current signal input terminal 18 provided in the electric locomotive 10 by this lead wire 17. . The current signal input terminal 18 is connected to the current signal output terminal 28 of the resistance-controlled electric locomotive 20 by a jumper wire L provided between the electric locomotives 10 and 20, and is output from the current signal output terminal 28. The armature current signal is passed through the jumper line L. As a result, the other-vehicle armature ammeter 16 provided in the cab 10b of the inverter-controlled electric locomotive 10 is connected to the current data output unit 22a provided in the control device 22 of the resistance-controlled electric locomotive 10. In response to the armature current signal output from the current data output unit 22a, the value of the armature current of the main motor 21 of the electric locomotive 20 is displayed. With such a configuration, even in the cab 10b of the inverter-controlled electric locomotive 10, the value of the armature current of the main motor 21 of the resistance-controlled electric locomotive 20 is confirmed by the other-vehicle armature ammeter 16. be able to.

  When performing cooperative operation using the resistance-controlled electric locomotive 20 as the main vehicle, the master controller while checking the value of the armature current of the main motor 21 with the own vehicle armature ammeter 26 provided in the cab. 24 is operated and the notch command is manually raised so that the armature current is kept below a certain value. At this time, the notch command signal input to the control device 22 of the electric locomotive 20 is input to the control device 12 of the electric locomotive 10 through the communication line 30, and the control device 12 is based on the input notch command signal. The operation of the main motor 11 of the electric locomotive 10 is controlled by automatic advancement.

  On the other hand, when performing the cooperative operation using the inverter-controlled electric locomotive 10 as the main vehicle, the other motor armature ammeter 16 provided in the driver's cab is used for the main motor 21 of the resistance-controlled electric locomotive 20. The master controller 14 is operated while checking the value of the armature current, and the notch command is manually increased so that the armature current is kept below a certain value. At this time, the notch command signal input to the control device 12 of the electric locomotive 10 is input to the control device 22 of the electric locomotive 20 through the communication line 30, and the control device 22 is based on the input notch command signal. The operation of the main motor 21 of the electric locomotive 20 is controlled. Since the notch command signal is such that the armature current value of the main motor 21 is kept below a certain value, no overcurrent is generated in the main motor 21 by such control.

  As described above, in the present invention, when the electric locomotive system 1 is operated in the cab 10b of the inverter-controlled electric locomotive 10, the other-vehicle armature ammeter 16 provided in the cab 10b. Thus, the armature current value of the main motor 21 of the resistance control type electric locomotive 20 can be monitored, so that the main motor 21 of the resistance control type electric locomotive 20 can be monitored from the cab 10b of the electric locomotive 10. The manual notch operation can be easily performed so as not to generate an overcurrent of the armature current. Therefore, in the electric locomotive system 1 in which the electric locomotive 10 of the inverter control system and the electric locomotive 20 of the resistance control system are connected, any of the electric locomotives 10 and 20 can be used as the main vehicle to facilitate the cooperative operation. It can be carried out.

  Further, in the coordinated operation of the inverter-controlled electric locomotive 10 and the resistance-controlled electric locomotive 20, the main motor of the resistance-controlled electric locomotive 20 is used regardless of which electric locomotive 10 or 20 is the main vehicle. Since the notch command can be manually issued while monitoring the value of the armature current 21, the failure rate of the armature current overcurrent in the resistance-controlled electric locomotive 20 can be reduced.

  It goes without saying that the present invention is not limited to the above-described embodiment, and various modifications can be made without departing from the scope of the invention.

  For example, in the above-described embodiment, the two electric locomotives 10 and 20 are connected adjacently. However, the present invention is not limited to this, and an accompanying vehicle is connected between the two electric locomotives 10 and 20. A push-pull type knitting can also be used. In this case, the lead-in lines 17 and 27 and the communication line 30 can be routed between the electric locomotives 10 and 20 via the accompanying vehicle.

  Further, in the embodiment, the electric locomotive 10 of the inverter control system is controlled by the VVVF control system. However, the invention is not limited to this, and the main motor 21 can be controlled by automatic advancement. If there is, it can also be controlled by other types of inverter control.

  In the present invention, the other vehicle armature ammeter 16 for displaying the value of the armature current of the main motor 21 of the resistance control type electric locomotive 20 is provided in the cab 10b of the inverter control type electric locomotive 10. However, for example, a torque meter that detects and displays the torque value output by the main motor 21 is provided as the display means on the cab 10b of the electric locomotive 10 of the inverter control system, and is equivalent to the armature current of the main motor 21. Alternatively, as long as a numerical value indicating a similar change tendency is detected and displayed, another instrument or the like can be provided in the cab 10b of the inverter-controlled electric locomotive 10 as a display means.

  The present invention can be used when manufacturing an electric locomotive that can easily perform cooperative operation.

1 Electric locomotive system 10 Inverter-controlled electric locomotive (second electric locomotive)
10b Driver's cab 14 Master controller 20 Resistance-controlled electric locomotive (first electric locomotive)
21 Main motor 24 Master controller 28 Current signal output terminal L Jumper wire

Claims (4)

A first electric locomotive of resistance control type equipped with a manually advanced master controller;
A second electric locomotive of an inverter control system provided with an automatic advance type main controller and connected to the first electric locomotive;
An electric locomotive system comprising display means for displaying an armature current value of a main motor of the first electric locomotive on a cab of the second electric locomotive.   A jumper wire is provided between the first electric locomotive and the second electric locomotive to transfer an armature current signal of a main motor of the first electric locomotive to the second electric locomotive. The electric locomotive system according to claim 1. An inverter-controlled electric locomotive equipped with an automatic main controller
Display means for displaying the armature current value of the main motor of the resistance control type electric locomotive when connected to a resistance control type electric locomotive equipped with a manually advanced master controller. An electric locomotive characterized by comprising. A resistance-controlled electric locomotive equipped with a manually advanced main controller,
A current signal output terminal for outputting an armature current signal of a main motor to an electric locomotive of an inverter control system when connected to an electric locomotive of an inverter control system having an automatic advance type main controller An electric locomotive comprising:

Images