JP3228664B2 - Vehicle control device - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicular control device for controlling a main motor of a railway vehicle and an auxiliary power supply device for supplying a stable power supply to electric components in the vehicle.

[0002]

2. Description of the Related Art In recent years, a control device for controlling a main motor of a railway vehicle has been changed from a conventional resistance control or chopper control device for controlling a DC main motor to an individually controlled variable voltage variable frequency (hereinafter referred to as VVVF) for controlling an induction main motor. The control device is becoming mainstream, and the VVVF control device is changed from a large-capacity VVVF control device controlling four or eight main motors to a small-capacity VVVF control device controlling one or two main motors.
It is becoming a VVF controller. On the other hand, an auxiliary power supply device that supplies a stable low-voltage power supply to on-board electrical components of a railway vehicle is becoming a constant voltage and constant frequency (hereinafter also referred to as CVCF) auxiliary power supply device.

The above-mentioned small-capacity VVVF controller and CVCF
Since the auxiliary power supply has three-phase AC output and almost the same capacity, it has high system commonality and operates independently when it is healthy from the viewpoint of compatibility and redundancy. However, the CVCF auxiliary power supply If one fails, one VVVF
A system in which the control device is replaced with a CVCF auxiliary power supply is being constructed.

[0004]

However, one VV
When the VF control device is a CVCF auxiliary power supply device, the number of main motors driving the vehicle is reduced by one, which leads to a decrease in vehicle performance.

[0005] On the other hand, a railway vehicle is a unique system in which slipping / sliding is likely to occur, and when slipping / sliding occurs, it is necessary to reduce the current of the main motor to re-adhesive. There is a drawback that results in a decrease in

Therefore, the present invention eliminates the above-mentioned disadvantages,
It is an object of the present invention to provide a vehicle control device capable of preventing a reduction in vehicle performance of the entire train as much as possible even if one VVVF control device is used as a CVCF auxiliary power supply device.

[0007]

In order to achieve the above object, a first aspect of a vehicle control device according to the present invention is directed to a main motor for a portion in which the frequency of occurrence of idling / sliding is high in advance and the frequency of vehicle performance deterioration is high. The circuit configuration is such that the VVVF control device that performs control can be switched to the CVCF auxiliary power supply device, thereby minimizing deterioration in vehicle performance.

In a second aspect of the vehicle control device according to the present invention, when one VVVF control device becomes a CVCF auxiliary power supply device, the number of VVVF control devices is reduced by one by uniformly increasing the characteristics of the other VVVF control devices. The VVVF control device is compensated for, and the vehicle performance is the same as or close to the healthy state as the formation.

Further, a third control device for a vehicle according to the present invention.
In the embodiment, when one VVVF control device becomes a CVCF auxiliary power supply device, the remaining VVVF control devices are limited to a specific region in which slipping / sliding is unlikely to be induced, and the characteristics are reduced to reduce the VVVF control by one. It is characterized by compensating for the amount of the device, and obtaining the same vehicle performance as in the healthy state or close to the healthy state.

Next, a fourth embodiment of the vehicle control device according to the present invention will be described.
The aspect of the invention is that when one VVVF control device becomes a CVCF auxiliary power supply device, a VVVF control device that controls a main motor of a wheel that is likely to cause slipping / sliding is predictable among remaining VVVF control devices. By increasing the characteristics of the VVVF control device that controls wheels with low frequency of idling / sliding without compensating, the VVVF control device reduced by one unit is compensated for, and the vehicle performance is the same as the sound condition or close to the sound condition as a train. It is characterized by the following.

Next, a fifth embodiment of the vehicle control device according to the present invention will be described.
Is that when one VVVF control device becomes a CVCF auxiliary power supply device, the remaining VVVF control devices perform slip / sliding control by axle load compensation control, and are uniformly applied on the axle load compensation control. By improving the characteristics, the vehicle performance is the same as or close to the healthy state as the formation.

Next, a sixth embodiment of the vehicle control device according to the present invention will be described.
In one aspect, when one VVVF control device becomes a CVCF auxiliary power supply device, the remaining VVVF control devices learn the running direction and the slip / slide frequency in advance when they are healthy, and according to the slip / slide frequency, By determining the ratio of increasing the characteristics, the vehicle performance is the same as or close to the healthy state as the formation.

Next, the seventh embodiment of the vehicle control device according to the present invention will be described.
In the embodiment, when one VVVF control device becomes the CVCF auxiliary power supply device, the remaining VVVF control devices increase their characteristics and the thermal capacity of the main motor and the VVVF control device increases. The control is performed such that the capacities of the main motor and the VVVF control device are equal to those in the normal state.

Next, in an eighth aspect of the vehicle control device according to the present invention, when one VVVF control device becomes a CVCF auxiliary power supply device, one of the remaining VVVF control devices uses two main motors. By performing the control, the vehicle performance is the same as or close to the healthy state.

[0015]

According to the vehicle control device of the first aspect described above,
The CVCF auxiliary power supply switches to the CVCF auxiliary power supply when the CVCF auxiliary power supply fails.
Even when switching to the CF auxiliary power supply device, a reduction in vehicle performance as a train can be minimized.

Further, according to the above-described second to sixth and eighth aspects of the vehicle control device, even if the number of VVVF control devices is reduced by one, the remaining VVVF control devices have improved characteristics. Even if the VVVF control device switches to the CVCF auxiliary power supply device, the vehicle performance as a train can be suppressed to the same level as at the time of sound or to a minimum reduction.

Further, according to the above-described vehicle control device of the seventh aspect, the VVVF control device and the main motor capacity are the same as those in the normal state by switching to the brake-time system by the amount of the power running vehicle performance compensated by the formation. Thermal capacity can be suppressed.

[0018]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS A first embodiment of a vehicle control device according to the present invention will be described with reference to FIGS.

FIG. 1 shows a first embodiment of a vehicle control device according to the present invention.
FIG. 3 is a block diagram showing a configuration of the embodiment. FIG. 2
FIG. 1 is a schematic diagram of a vehicle to which the vehicle control device 4 according to the first embodiment is applied.

Here, as shown in FIG. 2, the vehicle is composed of an electric vehicle 2 having a pantograph 1 and an accompanying vehicle 3
The case of both configurations will be described.

In FIG. 1 and FIG.
VCF auxiliary power supply 9 and four wheels 5 to 8 of electric vehicle 2
VVVs that control the main motors 17 to 20 that drive the
F control devices 10 to 13, VVVF control device and CVCF
A changeover switch 14 for switching the auxiliary power supply 9;
A transformer 15 for a CVCF control device is provided, and is mounted on the electric vehicle 2. In such a vehicle control device, if the CVCF auxiliary power supply device 9 fails, the CVCF
Although any of the four VVVF controllers to be the auxiliary power supply can be used, the CVCF auxiliary power supply requires a transformer 15 for the purpose of insulation to supply low-voltage power to the load in the vehicle. . Therefore, which VV
It is necessary to determine in advance whether the VF controller can be the CVCF auxiliary power supply 9.

In the case of the vehicle configuration shown in FIG.
When the first wheel is first, the first shaft wheel 5 is first, and in the case of rainy weather, the first shaft wheel 5 travels with rain and dust attached to the rails, and the first shaft wheel 5 and the second shaft wheel 6 Are mounted on the same bogie so that the first axle wheel 5 has a smaller load than the second axle wheel 6 when accelerating, so that the first axle wheel 5 has the other It is easier to induce idling than 8.

Therefore, the VVVF control device that switches to the CVCF auxiliary power supply device 9 is the first axis VVVF control device 10 that controls the first axis main motor 17 that drives the first axis wheels 5, so that the vehicle is least damaged. Performance degradation can be minimized.

In the above description, attention has been paid to the fact that the first axle of the leading vehicle is likely to idle, but determination under other conditions is also included in the present invention.

Next, a second embodiment of the vehicle control device according to the present invention will be described with reference to FIG. Also in the vehicle control device of the present embodiment, four VVs are included in the train when the vehicle is healthy.
It is assumed that there is a VF control device. FIG. 3 is a graph showing the relationship between the speed and the tensile force of the entire knitting. In general, the speed-tensile force characteristic is such that a constant tensile force is output from a speed of 0 to a certain degree, and thereafter, the tensile force characteristic is inversely proportional to the speed and inversely proportional to the square of the speed.

Here, a graph 21 showing the speed-tensile force characteristic of the knitting as a whole at the time of soundness is shown by the graph of the speed at the time of abnormality when the CVCF auxiliary power supply 9 fails and one VVVF controller is switched to the CVCF auxiliary power supply 9. The graph 22 shows the tensile force characteristics. That is, when the speed becomes abnormal in all the speed ranges, only a 75% tensile force is obtained as a whole knitting. For this reason, when the CVCF auxiliary power supply device 9 fails and the VVVF control device is switched to the CVCF auxiliary power supply device 9, the load in the vehicle can exhibit a sufficient function, but the performance of the vehicle is greatly reduced and the regular operation is hindered. It is concerned. Therefore, the remaining three VVVF controllers uniformly increase the pulling force according to the speed by 4/3 times, so that the same speed-pulling force characteristics as in the normal state can be obtained as a whole, and the deterioration of the vehicle performance is eliminated. can do.

A third embodiment of the vehicle control device according to the present invention will be described with reference to FIG. FIG. 4 is a graph showing the relationship between the speed per main motor-tensile force and the speed at which the possibility of inducing idling increases. A graph 25 showing a speed-tensile force characteristic that may induce a slip is different depending on a vehicle, a rail, and a wheel state, but generally, the higher the speed, the higher the possibility of inducing a slip unless the pulling force is reduced. . Therefore, when the CVCF auxiliary power supply 9 fails and one VVVF controller is switched to the CVCF auxiliary power supply 9, the remaining three VVVF controllers do not uniformly increase the speed-tensile force characteristic, but induce idle rotation. By setting a higher characteristic (see graph 24) than the characteristic at the time of sound (see graph 23) so as to be below 25 which indicates the speed-critical tensile force characteristic that may occur, the knitting is performed as a whole at the time of sound The same or almost the same speed-tensile force can be obtained.

A fourth embodiment of the vehicle control device according to the present invention will be described with reference to FIGS. 1, 2 and 5.

FIG. 5 is a graph showing speed-tensile force characteristics per main motor.

In FIG. 2, when the electric vehicle 2 runs in the leading vehicle, if the CVCF auxiliary power supply 9 fails and one VVVF control device 10 is switched to the CVCF auxiliary power supply, the remaining three VVVF control devices are used. It is generally the third shaft wheel 7 that the second to fifth shaft wheels 5 to 8 in charge of 11 to 13 are liable to cause inner slip. So three VVV
3rd axis VVVF control device 1 among F control devices 11 to 13
2 is output so as to have the same speed-tensile force characteristic 23 as in the normal state, and the remaining second shaft VVVF controller 11 and the fourth
The shaft VVVF control device 13 outputs a tensile force characteristic 26 which is 1.5 times that in the normal state in all speed ranges. By doing so, even if the CVCF auxiliary power supply 9 fails and one VVVF controller is switched to the CVCF auxiliary power supply,
As a whole knitting, a speed-tensile force characteristic 21 at the time of sound as shown in FIG. 3 is obtained.

A fifth embodiment of the vehicle control device according to the present invention will be described with reference to FIG.

FIG. 6 is a graph showing speed-tensile force characteristics per main motor.

A plurality (five in FIG. 6) of speed-pulling force characteristics 27, 28, 29, 30, 31 are provided in advance, and the axle load on each axis during acceleration of the vehicle is determined. On the other hand, in the case of the vehicle configuration shown in FIG. 2, the three VVVF control devices require 400% tensile force. Therefore, when the axle load movement amount is, for example, about 10%, the second shaft wheel 6 and the fourth shaft The VVVF controllers 11 and 13 of the wheels 8 select and control the speed-tensile force characteristic 27 of 140% in the normal state. Also, VV of the third shaft wheel 7
The VF controller 12 has a speed of 120% in a normal state and a tensile force of 2%.
7 is selected and controlled. By controlling in this way, the same speed-tensile force characteristics as in the normal knitting can be obtained as a whole knitting.

A sixth embodiment of the vehicle control device according to the present invention will be described with reference to FIG.

In this embodiment, when the vehicle is healthy, the traveling direction and the number of times of idling of each axis are learned and stored. For example, when the electric vehicle 2 shown in FIG.
Axle wheel 5 ten times, second axle wheel 6 three times, third axle wheel 7
6 times and the fourth shaft wheel 8 idles once, and the CVCF auxiliary power supply 9 fails during traveling in the same direction and the first shaft V
When the VVF control device 10 is switched to the CVCF auxiliary power supply device 9, the VVVF control device 10 for the second shaft wheel obtains a 130% speed-tensile force characteristic 28 and
The VVF controller 11 has a speed-tensile force characteristic 29 of 120%.
The VVVF controller 13 for the fourth axis has a speed of 140%
Each of the tensile force characteristics 27 is selected and controlled. With such control, the speed-tensile force characteristics are selected in accordance with the actual results rather than being determined in advance, so that characteristics according to actual conditions can be obtained.

A seventh embodiment of the vehicle control device according to the present invention will be described with reference to FIG.

FIG. 7 is a graph showing a change in temperature rise of the main motor with time.

The general driving pattern is powering from departure from the station,
Repeat the line, brake and stop. In a healthy vehicle, the temperature rises during power running, decreases during power running, and the brakes regeneratively brake so that the temperature rises again and drops slightly when stopped. The design is such that the operation does not exceed the temperature rise limit at all times in a healthy state (see graph 33). However, when the CVCF auxiliary power supply 9 fails and one VVVF controller is switched to the CVCF auxiliary power supply 9, the remaining VVVFs are switched as described above.
When the characteristics of the control device are improved, the temperature rise during power running (Graph 3
4) is greater than that in a healthy state (see graph 33), and this accumulates to raise the temperature rise limit (graph 32).
). In this embodiment, in the case of such an abnormal operation, the regenerative braking is abandoned, and the control is performed by the air brake, so that the main motor is reversed so as not to reach the temperature rise limit of the main motor (see graph 35). Can be thermally protected. In addition, if the capacity of the main motor is increased by predicting these abnormalities in advance, it is possible to perform the regenerative braking by increasing the characteristics in the abnormal operation. It is better to consider the capacity when it is healthy, and to use air control when it is abnormal. Although the description has been made with reference to the temperature rise of the main motor, the same applies to the VVVF control device.

An eighth embodiment of the vehicle control device according to the present invention will be described with reference to FIG.

FIG. 8 is a block diagram showing the configuration of the vehicle control device according to the eighth embodiment. The control device of this embodiment is different from the control device of the first embodiment shown in FIG. In the eighth embodiment, when sound, the transformer 15 is connected to the CVCF auxiliary power supply 9 and the first shaft main motor 17 is connected to the first shaft VVVF.
In the control device 10, the second-axis main motor 18 is connected to the second-axis VVV.
Each of them is connected to the F control device 11. Here, it is assumed that the second-axis VVVF control device 11 is sufficiently larger than the main motor capacity, or that only the second-axis VVVF control device 11 is set to be twice the capacity of the main motors 17 to 20. In this case, since the second-axis VVVF control device 11 has a capacity sufficient to operate two main motors, C
When VCF auxiliary power supply 9 fails, VVVF for first axis
The control device 10 switches to the CVCF auxiliary power supply device, and the second-axis VVVF control device 11 supplies power to the first-axis main motor 17 and the second-axis main motor 18, so that the speed-tensile force of the entire knitting is sound. The same characteristics as at the time are obtained.

[0041]

As described above, according to the present invention,
Even in a system in which a part of the VVVF controller replaces the CVCF auxiliary power supply when the CVCF auxiliary power supply fails, it is possible to minimize the decrease in the running performance of the entire knitting.

[Brief description of the drawings]

FIG. 1 is a block diagram showing a configuration of a first embodiment of a vehicle control device according to the present invention.

FIG. 2 is a schematic diagram of a vehicle to which the control device according to the first embodiment of the present invention is applied.

FIG. 3 is a speed-tensile force characteristic diagram for explaining the operation of the second embodiment of the present invention.

FIG. 4 is a speed-tensile force characteristic diagram for explaining the operation of the third embodiment of the present invention.

FIG. 5 is a speed-tensile force characteristic diagram for explaining the operation of the fourth embodiment of the present invention.

FIG. 6 is a speed-tensile force characteristic diagram for explaining the operation of the fifth and sixth embodiments of the present invention.

FIG. 7 is a time-temperature rise curve diagram for explaining the operation of the seventh embodiment of the present invention.

FIG. 8 is a block diagram showing a configuration of an eighth embodiment of the present invention.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 Pantograph 2 Electric vehicle 3 Accompanying vehicle 4 Control device 5-8 Wheels 9 CVCF auxiliary power supply device 10-13 VVVF control device 14 Changeover switch 15 Transformer 16 Load of auxiliary power supply device 17-20 Main motor

──────────────────────────────────────────────────続 き Continued on front page (58) Field surveyed (Int.Cl. ⁷ , DB name) B60L 1/00 B60L 9/18

Claims (3)

(57) [Claims] 1. A plurality of VVVF controllers for supplying and controlling electric power to a plurality of main motors for driving a vehicle, and a CVCF auxiliary power supply for supplying a stable low-voltage power supply to on-board electric components in the vehicle. If one of the CVCF auxiliary power supply units fails in the damaged vehicle, one VVVF control unit is set to the CVC
In a control device for a vehicle which performs control so as to fulfill the role of an F auxiliary power device, the frequency of idling / sliding in the traveling direction is learned in advance, and the CVCF auxiliary power device fails and the one VVV
Among the VVVF control devices that drive the remaining main motor when the F control device plays the role of the CVCF auxiliary power supply device, the VVVF that controls wheels with less frequent idling and gliding.
The control device takes a large increase in the pulling force characteristic, and the VVVF control device, which controls the wheels with a high frequency of slipping / sliding, controls so as to compensate for the decrease in the number of operating VVVF control devices by reducing the pulling force characteristic. A control device for a vehicle, comprising: 2. A plurality of VVVF controllers for supplying and controlling electric power to a plurality of main motors for driving a vehicle, and a CVCF auxiliary power supply for supplying a stable low-voltage power supply to on-board electric components in the vehicle. If one of the CVCF auxiliary power supply units fails in the damaged vehicle, one VVVF control unit is set to the CVC
A control device for a vehicle which performs control so as to fulfill the role of an F auxiliary power supply, wherein the CVCF auxiliary power supply fails and the one VVV
When the F control unit plays the role of the CVCF auxiliary power supply unit, the VVVF control unit that drives the remaining main motor increases the pulling force during power running to compensate for the running performance, and switches to the air brake in the event of an abnormality. By the main motor, V
A control device for a vehicle, wherein the control device controls the thermal capacity of the VVF control device to be equal to that in a normal state. 3. A plurality of VVVF controllers for supplying and controlling electric power to a plurality of main motors for driving a vehicle, and a CVCF auxiliary power supply for supplying a stable low-voltage power supply to on-board electric components in the vehicle. If one of the CVCF auxiliary power supply units fails in the damaged vehicle, one VVVF control unit is set to the CVC
A control device for a vehicle which performs control so as to fulfill the role of an F auxiliary power supply, wherein the CVCF auxiliary power supply fails and the one VVV
One of the VVVF control devices that drives the remaining main motor when the F control device plays the role of the CVCF auxiliary power supply device
The main motor has a capacity capable of driving two main motors,
A control device for a vehicle, wherein the two main motors are driven by a VVVF control device having a capacity capable of driving a vehicle so as to obtain running performance equivalent to that in a healthy state.