JP2560312Y2 - Electric vehicle traveling control device - Google Patents

Description

Description: BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an improvement in an electric vehicle traveling control device. 2. Description of the Related Art In the prior art, a power supply for varying a field current is inserted in series with a field winding of a DC or pulsating motor, and a series connection between the field winding and the power supply is provided. In contrast, a circuit in which an induction coil and a contactor are connected in series is connected in parallel. FIG. 2 is a simplified connection diagram showing an example of a main circuit of the conventional electric vehicle traveling control device, where 1 is a pantograph,
2 is a main motor armature, 3 is a main motor field, 4 is an induction shunt coil, 5 is a contactor, 6 is a field current adjusting power supply, and 7 is a diode. In FIG. 2, a series connection circuit of an induction shunt coil 4 and a contactor 5 is connected in parallel to a series connection of a main motor field 3 and a field current adjusting power supply 6. 2, in the case of power running and weak field operation, as shown in FIG. 3, the contactor 5 is turned on, and the current Ish flowing through the induction shunt coil 4 is controlled by the field current adjusting power source 6 in reverse. By flowing the current Io, the ratio between the field current If of the main motor field 3 and the armature current Ia flowing through the main motor armature 2 can be continuously controlled. Further, at the time of regeneration, the main motor has substantially the separately excited characteristics, and a current obtained by adding a current Io for exciting the main motor field 3 to the regenerative current IB flows through the induction shunt coil 4 as shown in FIG. . In such a conventional control device, the sum of the regenerative current and the exciting current of the main motor field 3 flows through the induction shunt coil 4 during regeneration. In addition, when the heat capacity of the induction shunt coil 4 is large and an iron core is used for the induction shunt coil 4, the iron core is magnetically saturated by a large current at the time of regeneration. Since the induction failure may occur in the security equipment, etc., if it is attempted to use the magnetically unsaturated region of the induction shunt coil core as much as possible, the core becomes large, and as a result, the induction shunt coil 4 becomes large and heavy. was there. The present invention has been made in order to improve the above-mentioned points, and an object of the present invention is to provide an electric vehicle traveling control device capable of reducing the size and weight of an induction shunt coil. [0004] In other words, means for achieving the object are a field current variable power supply (X) and a first
A contactor (5), an induction shunt coil (4), a second contactor (10), and a third contactor (11). Variable power supply (X)
A third contactor (11), a main motor field winding (3), and a field motor (3), which are connected in series during power running, in which a diode (7) is connected in parallel to a field adjustment power source (6); An inductive shunt coil (4) and a first contactor (5) connected in series are connected in parallel to the current variable power supply (X), and a second contactor (10) to be turned on during regeneration is provided. The third contactor (1
1) and a connection point between the main motor field winding (3) and a connection point between the induction shunt coil (4) and the first contactor (5). The operation will be described in conjunction with the embodiment described below. An embodiment of the present invention will be described below with reference to the drawings. FIG. 1 is a simplified connection diagram showing an embodiment of the present invention, in which the same reference numerals as in FIG. 2 denote the same or corresponding parts. In FIG. 1, a field current variable power supply unit (X);
A first contactor (5), an inductive shunt coil (4) and a second
An electric vehicle traveling control device having a contactor (10) and a third contactor (11), wherein the field current variable power supply unit (X) includes a diode (7) having a field adjustment power supply (X). 6) The inductive shunt coil connected in series to the third contactor (11), the main motor field winding (3), and the field current variable power supply (X) connected in series and connected in series. (4) and the first contactor (5) are connected in parallel, and the second contactor (10) is connected to the junction between the third contactor (11) and the main motor field winding (3) and to the induction. It is connected between the connection points of the shunt coil (4) and the first contactor (5). During powering weak field control, the contactor 5 and the contactor 11 are turned on, and the input current Ia from the pantograph 1 becomes the control current Io = O from the field current adjusting current 6.
In this case, the current IMf flowing through the main motor field 3 and the current Ish flowing through the induction shunt coil 4 are determined by the resistance ratio between the main motor field 3 and the induction shunt coil 4. (Ia = IMf + Ish
Therefore, the control current I from the field current adjusting power supply 6
By adjusting o, the low field susceptibility can be continuously controlled as before. On the other hand, the current Is
h flows. At the time of regeneration, the contactor 5 is turned on in the same manner as in the powering weak field control in FIG.
Is also introduced. The main motor has almost the separately excited characteristics, and the control current Io from the field current adjusting power supply 6 for exciting the main motor field 3 flows only to the main motor field 3 through the contactor 10 and is induced. Only the regenerative current IB flows through the shunt coil 4. In addition, even if the overhead line voltage suddenly changes during regeneration or the like, the sudden change in the regenerative current IB can be suppressed by the inductance of the induction shunt coil 4, and the rectification of the main motor can be prevented from becoming worse. As described above, according to the present invention, since the current flowing through the induction shunt coil during regeneration is only the regenerative current, the size and weight of the induction shunt coil can be reduced as compared with the prior art. Also, if the control current of the field current adjustment power supply is pulsating, this control current should not be passed through the induction shunt coil to reduce the induction failure from the induction shunt coil to the signal / security equipment. Can be. [0007]

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a simplified connection diagram showing one embodiment of the present invention. FIG. 2 is a simplified connection diagram showing a conventional main circuit. FIG. 3 is a flow chart of respective currents at the time of powering weak field control in the conventional circuit of FIG. 2; FIG. 4 is a flow chart of each current during regenerative control. FIG. 5 is a flow chart of each current during regenerative control. DESCRIPTION OF SYMBOLS 1 Pantograph 2 Main motor armature 3 Main motor field winding 4 Induction shunt coil 5 Contactor 10 Contactor 11 Contactor 6 Power supply for field current adjustment 7 Diode.

Claims (1)

(57) [Rules for requesting registration of utility model] Field current variable power supply unit (X) and first contactor (5)
An induction shunt coil (4) and a second contactor (10).
And a third contactor (11), wherein the field current variable power supply (X) has a diode (7) connected in parallel to the field adjustment power supply (6). , A third contactor (1
An induction shunt coil (4) and a first contactor (5) connected in series are connected in parallel to 1), the main motor field winding (3) and the field current variable power supply (X). The second contactor (10) to be turned on at the time of regeneration is a connection point between the third contactor (11) and the main motor field winding (3), the induction shunt coil (4), and the first contactor. An electric vehicle running control device connected between the connection points of (5).