JPH0274101A - Method of controlling inverter controlled vehicle - Google Patents
Method of controlling inverter controlled vehicleInfo
- Publication number
- JPH0274101A JPH0274101A JP63224741A JP22474188A JPH0274101A JP H0274101 A JPH0274101 A JP H0274101A JP 63224741 A JP63224741 A JP 63224741A JP 22474188 A JP22474188 A JP 22474188A JP H0274101 A JPH0274101 A JP H0274101A
- Authority
- JP
- Japan
- Prior art keywords
- circuit
- power source
- auxiliary
- inverter
- main motor
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Pending
Links
- 238000000034 method Methods 0.000 title claims description 4
- 238000010586 diagram Methods 0.000 description 7
- 230000008929 regeneration Effects 0.000 description 2
- 238000011069 regeneration method Methods 0.000 description 2
- 238000001816 cooling Methods 0.000 description 1
- 238000010438 heat treatment Methods 0.000 description 1
- 238000004519 manufacturing process Methods 0.000 description 1
Classifications
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/72—Electric energy management in electromobility
Abstract
Description
【発明の詳細な説明】
〔産業上の利用分野〕
本発明は軌道電気車輛、新交通システム（モルレール他
）等、電気車に関するものである。DETAILED DESCRIPTION OF THE INVENTION [Industrial Application Field] The present invention relates to electric vehicles such as track electric vehicles and new transportation systems (Morrail, etc.).
従来のインバータ車輛の制御方式を第５図の回路図によ
り説明する。図中に於て、主電動機回路として、Ｐａｎ
（＋）Ｈ：パンタグラフ（ｉＥ） （ｊＬ）、ＭＳ：
主スィッチ、ＭＦ：主ヒユーズ、ＨＢ：高速度遮断器、
ＩＮＶ ： ３相インバータ（ＶＶＶＦ’： ｑＫ電圧
、可変周波数制御）、ＣＴ（ｕ） （ｖ） （Ｗ） ：
変流器、Ｍｌ、 Ｍ２：主電動機、ＧＣ：ゲート制御器
、ＬＶＲＲ：低電圧抵抗器、ＬＶＲ：低電圧継電器、Ｇ
Ｓ：接地スイッチ、また補助電源回路として、ＡＳ：補
助回路スイッチ、ＡＦ：補助回路ヒユーズ、ＡＧＳ ：
補助回路接地スイッチ。A conventional control system for an inverter vehicle will be explained with reference to the circuit diagram shown in FIG. In the figure, the main motor circuit is Pan
(+)H: Pantograph (iE) (jL), MS:
Main switch, MF: Main fuse, HB: High speed circuit breaker,
INV: 3-phase inverter (VVVF': qK voltage, variable frequency control), CT(u) (v) (W):
Current transformer, Ml, M2: Main motor, GC: Gate controller, LVRR: Low voltage resistor, LVR: Low voltage relay, G
S: Grounding switch, also as an auxiliary power supply circuit, AS: Auxiliary circuit switch, AF: Auxiliary circuit fuse, AGS:
Auxiliary circuit grounding switch.
ＬＢ：接触器である。LB: Contactor.
直流架線９よりＤＯ７５０Ｖ 又はＤＯ１５００Ｖ ノ
を流は。The current from the DC overhead wire 9 is DO750V or DO1500V.
Ｐａｎ（＋ｌ 、 ＭＳ 、 ＭＦ 、 ＨＢ等の所要
の機器を通り、ＩＮＶ（３相インバータ）１に入り、同
ＩＮＶから直接複数の主電動機２を結線し出力側の情報
を取り、ＩＮＶｌの電圧及び周波数を変え乍ら、主電動
機２Ｔ！Ｌ源の制御を行い、ＩＮＶ １はその目的のみ
に使用していた。It passes through necessary equipment such as Pan (+l, MS, MF, HB, etc.), enters INV (three-phase inverter) 1, connects multiple main motors 2 directly from the same INV, takes information on the output side, and calculates the voltage and voltage of INVl. While changing the frequency, the main motor 2T!L source was controlled, and INV 1 was used only for that purpose.
ここで車輛には照明、冷・暖房、コンプレッサ、制御等
の補助電源５が必要であシ、この電源は。Here, the vehicle requires an auxiliary power source 5 for lighting, cooling/heating, compressor, control, etc., and this power source is.
１点鎖線で囲んだ補助電源回路３に示すように、ＤＣ７
５０Ｖ又はＤＣ１５００Ｖ回路から分岐し、Ａｓ 、
ＡＦ 。As shown in the auxiliary power supply circuit 3 surrounded by a dashed line, DC7
Branched from 50V or DC1500V circuit, As,
AF.
ＬＢ 、 Ａ（１，３を通しＤＣ−ＤＣコンバータ４に
より電圧をＤＣｌｏｏｖに下げ使用している。The voltage is lowered to DCloov by the DC-DC converter 4 through LB and A (1 and 3) and used.
上記した主・補助電流状況を表示すると、第２図の如く
なる。第２図は、第５図の０１１部分での主電動機電流
値＝１、を示し、電流は力行６、回生７、停車８となる
。車輛停止時は、イン、＜−夕は休止し、ＤＣ−ＤＣコ
ンバータによる補助電流値：工２は一定であり第４図の
如くになる。When the above-mentioned main/auxiliary current status is displayed, it becomes as shown in Fig. 2. FIG. 2 shows the main motor current value=1 at the 011 part in FIG. 5, and the current is 6 for power running, 7 for regeneration, and 8 for stopping. When the vehicle is stopped, the auxiliary current value by the DC-DC converter is constant, as shown in FIG. 4.
前述のように従来技術によると、圧電動電源はコストの
高いＩＮＶからとり、補助電源はＰａｎ （＋）よシ別
回路とし、同じく高コストのＤＣ−ＤＯコンノＺ−タを
設置、種々の機器を介して供給し主用と桶川の両電源を
備えていた。またＩＮＶは駅等、車輛停止時には止める
事となり稼動率が低かった。As mentioned above, according to the conventional technology, the piezoelectric power source is taken from the expensive INV, the auxiliary power source is a separate circuit from the Pan (+), the similarly expensive DC-DO controller is installed, and various equipment is connected. It was equipped with both main and Okegawa power supplies. In addition, INVs had to be shut down when vehicles were stopped at stations, etc., resulting in low operating rates.
本発明は・、この様な課題を解決し、主電動機回路電源
と補助回路電源を共用するインバータ車輛の制御方法を
提供することを目的とするものである。SUMMARY OF THE INVENTION An object of the present invention is to solve these problems and provide a control method for an inverter vehicle that uses a main motor circuit power source and an auxiliary circuit power source in common.
ＩＮＶよりＲｆ：定電圧整流器を介して補助電源を取り
、またＳＷ装置を設けＩＮＶを主電動機電源及び補助電
源用として共同使用し補助電源回路を省略する。Rf from INV: An auxiliary power source is taken through a constant voltage rectifier, and a SW device is provided to use the INV jointly as a main motor power source and an auxiliary power source, omitting the auxiliary power circuit.
車輛停止中でもＩＮＶを補助電源供給のため稼動させる
必要を生じるが、ＳＷ装置により圧電動機を開放し、Ｉ
ＮＶの稼動率向上が計られ、且つニストノ５−ホーマン
スを改善することが可能となる。It is necessary to operate the INV to supply auxiliary power even when the vehicle is stopped, but the SW device opens the piezoelectric motor and turns the INV on.
It is possible to improve the operating rate of the NV and improve the performance of the NV.
以下、本発明の実施例を第１図の回路図に基づいて説明
する。なお、第１図において従来の回路図（第５図）と
同様の部材については、第５図と同一の符号及び名称を
付けである。Embodiments of the present invention will be described below based on the circuit diagram of FIG. In FIG. 1, the same members as in the conventional circuit diagram (FIG. 5) are given the same symbols and names as in FIG. 5.
直流架線９よりＤＣ７５０Ｖ又はＤＣ１５００Ｖ （７
）電流は、従来と同様の機器、Ｐａｎ（ｔ） 、 ＭＳ
、 ＭＦ 、 ＨＢ等を通り、３相インバータ１に入
り、ＶＶＶＦ ：可変電圧、可変周波数に変換され、Ｓ
Ｗ：スイッチ装置１２、ＣＴ（ｕ）（Ｖ）（ｖｒ）を通
じて、主電動機２に供給され車輌を速度制御する。DC750V or DC1500V from DC overhead wire 9 (7
) The current is the same as the conventional equipment, Pan(t), MS
, MF, HB, etc., and enters the three-phase inverter 1, where it is converted to VVVF: variable voltage, variable frequency, and S
W: Supplied to the main motor 2 through the switch device 12 and CT(u)(V)(vr) to control the speed of the vehicle.
また、３相インバータ１の出力側の０１１部分から補助
電源１４０回路を取り、トランス、整流素子、定電圧素
子等で構成するＲｆ：定電圧整流器１３により、一定電
圧ＤＣ１００Ｖに変換し供給する。Further, an auxiliary power supply 140 circuit is taken from the 011 part on the output side of the three-phase inverter 1, and converted to a constant voltage of 100 V DC by an Rf constant voltage rectifier 13 composed of a transformer, a rectifying element, a constant voltage element, etc. and supplied.
また車輛停止の場合、補助電源１４を使用するため、ス
イッチ装置１２により圧電動機２の電源を切り、３相イ
ンバータＩＦｉ稼動を続ける。When the vehicle is stopped, the auxiliary power source 14 is used, so the piezoelectric motor 2 is turned off by the switch device 12, and the three-phase inverter IFi continues to operate.
上記方式の主、補助電流の電流状況を表示すると、第４
図の如く、ＩＮＶ出力電流値：工、は力行６′、回生７
′、停車８′となり、ＩＮＶ出力電流は第３図に示す工
２が加増し、負荷の変動はあるが全時間稼動となる。When displaying the current status of the main and auxiliary currents of the above method, the fourth
As shown in the figure, INV output current value: 6', powering 6', regeneration 7
', the vehicle stops 8', and the INV output current increases as shown in FIG.
尚、本発明はインバータを主回路電源、補助回路電源に
共用使用することを主旨としており、同様機能を有すれ
ば他の機器１回路を用いてもよい。Note that the main purpose of the present invention is to use the inverter as a main circuit power source and an auxiliary circuit power source, and one circuit of another device may be used as long as it has the same function.
本発明は、インバータ車輛において、インバータを主電
動機回路電源と、補助回路電源とに共用使用することに
より１次の効果を生ず為。The present invention produces the first-order effect by using the inverter as both the main motor circuit power source and the auxiliary circuit power source in an inverter vehicle.
（１）従来各々単独に主回路、補助回路電源を供給して
いたが、インバータを共用使用することによりＡＳ 、
ＡＦ 、 ＡＧＳ 、 ＬＢの機器が不要となる。(1) Conventionally, the main circuit and auxiliary circuit power were supplied separately, but by sharing the inverter, AS,
AF, AGS, and LB equipment becomes unnecessary.
（２）補助電源装置は、従来のコストの高いＤＣ−ＤＣ
：コンバータ方式が簡単なＡＣ−ＤＣ整流方式となるの
で、小型・軽１・安価となり、インバータの稼動率（停
車中も稼動）を上げ、コストパーホーマンスが改善でき
る。(2) The auxiliary power supply is a conventional high-cost DC-DC
:Since the converter system is a simple AC-DC rectification system, it is small, lightweight, and inexpensive, increasing the operating rate of the inverter (operating even when stopped), and improving cost performance.
（３）車輛にとって重要条件であるスペース及び重量の
低減４計られる。(3) Reduction of space and weight, which are important conditions for vehicles, can be achieved.
第１図は本発明を実施するための回路図、第２図は従来
の主電動機電流値状況図、第３図は同じく補助電流値状
況図、第４図は王・補助回路電源にインバータを共用し
た場合の出力電流値状況図、第５図は従来の回路図であ
る。
ｌ・・・３相インバータ ２・・・主電動機１２・
・スイッチ装置 １３・・定電圧整流器１４・・
・補助電源Fig. 1 is a circuit diagram for implementing the present invention, Fig. 2 is a conventional traction motor current value situation diagram, Fig. 3 is also an auxiliary current value situation diagram, and Fig. 4 is an inverter for main/auxiliary circuit power supply. FIG. 5 is a conventional circuit diagram showing the state of the output current value in the case of shared use. l... 3-phase inverter 2... Main motor 12.
・Switch device 13... Constant voltage rectifier 14...
・Auxiliary power supply
Claims (1)
源と、補助回路電源とに共用使用することを特徴とする
インバータ車輛の制御方法。A method for controlling an inverter vehicle, characterized in that the inverter is shared as a main motor circuit power source and an auxiliary circuit power source.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP63224741A JPH0274101A (en) | 1988-09-09 | 1988-09-09 | Method of controlling inverter controlled vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP63224741A JPH0274101A (en) | 1988-09-09 | 1988-09-09 | Method of controlling inverter controlled vehicle |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPH0274101A true JPH0274101A (en) | 1990-03-14 |
Family
ID=16818512
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP63224741A Pending JPH0274101A (en) | 1988-09-09 | 1988-09-09 | Method of controlling inverter controlled vehicle |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPH0274101A (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2012090380A (en) * | 2010-10-15 | 2012-05-10 | Toshiba Corp | Vehicle drive control device |
-
1988
- 1988-09-09 JP JP63224741A patent/JPH0274101A/en active Pending
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2012090380A (en) * | 2010-10-15 | 2012-05-10 | Toshiba Corp | Vehicle drive control device |
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