JPH02246703A - Controller for electric vehicle - Google Patents

Abstract

PURPOSE:To ensure generative brake force easily when regenerative brake force is not supplied sufficiently by providing a circuit for switching first and second main regenerative brake circuits, connected in parallel, to a generative brake circuit. CONSTITUTION:Parallel regeneration is carried out during normal suppressive regeneration, and regenerative current of a first main circuit is collected by a stringing through a contactor G, a field contactor F1, an inductive shunt IS1, an armature A1, a disconnector 2 and a pantograph 1, connected in parallel. Regenerative current is also collected by the stringing in a second main circuit. When switches Xa, Ya are turned OFF, switches Xb, Yb are turned ON, a series contactor S is thrown in, and a disconnecting switch 2 and the field contactors F1, F2 are turned OFF, a cross-field generative brake circuit is formed, and predetermined brake force can be obtained by controlling the short circuit solenoid contactor of brake resistors, i.e. main resistors MR1, MR2.

Description

DETAILED DESCRIPTION OF THE INVENTION [Field of Industrial Application] The present invention relates to a control device for an electric vehicle equipped with an additive excitation device.

[Conventional technology]

FIG. 3 shows a conventional electric vehicle control device described in, for example, Japanese Patent Application Laid-open No. 164401/1983. In the same figure, 1 is a pantograph, 2 is a current interrupter, and 3A
, 3B is an additive excitation device, 4A, 4B are DC series motors,
AI and A2 are armatures, and MFI and MF2 are series field windings. 15IIS2 is an induction shunt, Fl, F2 are field contactors, the additive excitation device 3A, the induction shunt ISI, and the field contactor F1 constitute a field control circuit of the DC series motor 4A, and the additive excitation device 3B, The induction shunt IS2 and the field contactor F1 constitute a field control circuit of the DC series-wound electric motor a4B. MR1MR2 is a main resistor for speed control (the short-circuiting electromagnetic contactor is not shown), S is a series connection contactor (magnetic contactor), and P and G are parallel connection contactors (magnetic contactor).

Next, the operation of this control device will be explained.

When starting the electric vehicle, when the series-connected contactor S is turned on (powering series), the current flows through the following channels: pantograph 1 - disconnector 2 - armature A1 - series field winding MFI exciter 3A - main resistor MRI - Series connector S Main resistor MR2 - Series field winding M
It flows through F2--excitation device 3B--armature A2--earth, and short-circuits the main resistors MH1, MR2 in sequence, thereby accelerating the electric locomotive.

Also, when crossover control is performed and parallel connection contactors P and G are turned on (power running parallel, at this time, series contactor S is open).
, pantograph 1 - current interrupter 2 armature A1 - series field winding MFI - additive excitation device 3A - main resistor MRI - parallel connection contactor G - a first closed circuit is formed, and the pantograph l - Current interrupter 2 - Parallel connection contactor P - Main resistor MR2 - Series field winding MF2 - Additive excitation device 3B -
A second closed circuit between armature A2 and ground is formed, and the electric vehicle accelerates by sequentially shorting the main resistors MRI and MR2 by a shorting electromagnetic contactor (not shown).

Furthermore, in order to accelerate the electric vehicle, weak field control is performed. That is, in the circuit when four rows are parallel, the field contactor F1
, F2 are input. As a result, the series field winding MFI
The current that was flowing into the induction shunt ISI flows into the induction shunt ISI, and the field current decreases to become a weak field. At this time, the additive excitation device 3
A-Field contactor Fl-Series field winding &'iMFl-Additive excitation is performed by passing current from the power source of the additive excitation device 3A (such as a motor generator using an overhead wire as a power source) in the direction of the excitation device 3A. to obtain a predetermined weak field magnetic coefficient. Similarly, additional excitation is applied to the second closed circuit to adjust the weak field rate. If the amount of this additional excitation is small, the field rate (field current/
As the armature current becomes smaller, the speed of the electric car increases.

Figure 4 shows the circuit during regenerative braking (parallel regeneration), and the point that the short-circuiting electromagnetic contactors (not shown) of the main resistors MRI and MR2 are all shown in an open state is the third point.
It differs from the diagram. During parallel regeneration, the regenerative current of the first closed circuit is regenerated to the overhead wire through the parallel connection contactor G, field contactor F1, induction shunt l5I, armature AI, disconnector 2, pantograph 1, and The regenerative current of the closed circuit No. 2 is regenerated to the overhead wire through the armature A2 - field contactor - inductive shunt l52 - parallel connection contactor P - disconnector 2 - pantograph 1, and at this time, the series field winding A field current is passed through the line MFI from the excitation device 3A through the field contactor Fl and the induction shunt ISI to make the armature voltage higher than the overhead line voltage. When the speed of the electric car decreases, the field current is strengthened to maintain a constant armature voltage, but when this field strengthening reaches its limit, the series-connected contactor S is turned on and the main resistors MRI and MR2 are turned on. During the short-circuiting process, the parallel-connected contactors P and G are turned off), and the system shifts to series regeneration. If the speed is low from the beginning of regeneration,
Perform series regeneration from the beginning.

[Problem to be solved by the invention]

When such additive excitation devices 3A and 3B are provided, since the additive excitation devices 3A and 3B obtain electric power from the overhead wire and send out field current, regenerative braking becomes impossible in the event of a power outage or device failure.

When an electric vehicle travels on a long downhill trajectory, it is difficult to achieve this speed control using brake shoes due to problems such as heating, so electric brakes are used. Regenerative braking is preferable from the point of view of energy saving, but since the configuration that uses additive excitation has the above-mentioned problems, when trying to achieve the above-mentioned speed suppression with regenerative braking, there is a problem of lack of reliability. there were.

This invention was made to solve the above problem.
To provide a control device for an electric vehicle that can reliably apply a required braking force to the electric vehicle even when additive excitation is not possible.

[Means to solve the problem]

In order to achieve the above object, the present invention connects the other ends of the speed control resistors of the first and second main circuits, which are connected to each other via the series-connected contactor at one end, to the main circuits to which they belong. A switching device is provided between the armature of the circuit and the field circuit to enable closing of the cross-field electromagnetic braking circuit, and this electromagnetic braking circuit is closed when regenerative braking is disabled or regenerative braking is disabled. It is structured as follows.

[Effect]

In this invention, it is possible to easily switch from regenerative braking mode to dynamic braking mode by switching the switch, so when regenerative braking is no longer effective or disabled during braking, it is possible to switch to dynamic braking mode. By switching, it is possible not only to obtain an energy saving effect but also to perform highly reliable slow-speed driving.

〔Example〕

An embodiment of the present invention will be described below with reference to the drawings.

In FIG. 1, Xa is a normally closed switch inserted between one end of the main resistor MRI and the additive excitation device 3A;
xb is a normally open switch inserted between the above-mentioned one end side of the main resistor MRI and the series field winding MFI side of the armature A1, and both constitute a first switching device. . Ya is a normally closed switch inserted between one end of the main resistor MR2 and the additive excitation device 3B, and yb is a switch inserted between the one end of the main resistor MR2 and the series field winding MF2 of the armature A2. This is a normally open switch inserted between the two switches, and the two constitute a second switching device. Since the other configurations are the same as those in FIG. 3, the same components are given the same reference numerals.

As mentioned above, during suppressed speed regeneration, parallel regeneration is performed,
The regenerative current of the first main circuit is: parallel connection contactor G - field contactor Fl - induction shunt l5I - armature A1 - current interrupter 2 -
The regenerated current of the second main circuit is regenerated through the pantograph L to the overhead wire, and the regenerative current of the second main circuit is connected to the armature A2-field contactor-induction shunt T.
S2 - Parallel connected contactor P - Disconnector 2 - Regenerated to the overhead line through pantograph 1, and at this time, series field winding MFiM
F2 is connected to the field contactor F1 from the additive excitation devices 3A and 3B,
F2, inductive shunt IS1. Field current is supplied through IS2.

In this state, if regenerative braking becomes impossible due to a failure of the additive excitation devices 3A and 3B or a power outage to the overhead lines, a detection signal from the failure detection device or a detection signal from the power failure detection device will be sent. by switching the first and second switching devices,
Switch X a % Y a off, switch Xb, Y
b is turned off, the series connection contactor S is turned on, and the current interrupter 2 and the field contactors F1 and F2 are turned off. As a result, the cross-field electromagnetic braking circuit shown in FIG. 2 is closed, and a predetermined braking force can be obtained by controlling the short-circuiting electromagnetic contactors of the main resistors MRI and MR2, which serve as braking resistances. It is possible to continue stable driving at reduced speed.

In this way, in this embodiment, it is possible to smoothly switch from the regenerative braking mode to the dynamic braking mode, so when an electric car runs with reduced speed on a long downward trajectory, this reduced speed is performed by regenerative braking, and the regenerative braking mode is When the current level drops to a level where the required braking force cannot be obtained, if this is detected and the first and second switching devices are switched to switch to the dynamic braking mode, stable braking can be achieved. can be made to do so.

〔Effect of the invention〕

As explained above, this invention provides a switch for switching the first and second main circuits, which are connected in parallel and performs regenerative braking, to a dynamic braking circuit, so that the required braking force can be obtained by regeneration. Even if it runs out, it is possible to switch to dynamic braking to ensure the required braking force, so it is possible to safely suppress the speed by regenerative braking.

[Brief explanation of drawings]

Fig. 1 is a circuit diagram showing an embodiment of the present invention, Fig. 2 is a diagram showing a dynamic braking circuit in the above embodiment, Fig. 3 is a circuit diagram showing a conventional electric vehicle control device, and Fig. 4 is a diagram showing the above-mentioned electric vehicle control device. FIG. 2 is a circuit diagram for explaining a regeneration operation in a conventional example. In the figure, 3A, 3B - additive excitation device, A1, A2
- Armature of series motor, MFI, MF2 field T of series motor! 11 windings, MRI, MR2-resistor, P, G...
-Parallel connection contactor, S-Series connection contactor, Xa, Xb-
Switch, Ya, Yb-Switch. In addition, in the figures, the same reference numerals indicate the same or corresponding parts.

Claims (1)

[Claims] A DC series motor, a field control circuit equipped with an additive excitation device for controlling the amount of field of the DC series motor, and a speed control resistor are provided. In a control device for an electric vehicle comprising a first main circuit and a second main circuit, the other ends of the resistors of the first and second main circuits are connected to each other via a series-connected contactor on one end side. A switch is provided between the armature of the main circuit and the field circuit to which each side belongs, so that the cross-field electromagnetic braking circuit can be closed. A control device for an electric vehicle characterized by closing a dynamic braking circuit.