JPH04117108A - Brake controller for electric motor vehicle - Google Patents

Abstract

PURPOSE:To produce brake force continuously without burdening the controller for an electric motor vehicle excessively by increasing the generation rate, i.e., the ratio of power to be consumed through a brake resistor to the power to be regenerated, with an incremental rate within a predetermined upper limit based on a detected contact loss and then decreasing the generation rate with a decremental rate lover than a predetermined value based on detection of recontact. CONSTITUTION:When a contact loss detecting section 17 provides a detection signal PINT to a limiter 18, the limiter 18 provides a multiplying section 19 with a generation rate RH2 allowing a high incremental rate. The multiplying section 19 calculates the rate of ON/OFF interval of a brake thyristor 14 during OFF interval of main thyristor 4 based on the phase signal alphaMth of the main thyristor and according to the generation rate RH2 and outputs the phase signal alphaBth of the brake thyristor 14. At the time of recontact, the contact loss detecting section 17 turns the detection signal PINT OFF and the limiter 18 provides the multiplying section 19 with a generation rate RH1 varying with a low decremental rate. The multiplying section 19 outputs the phase signal alphaBth of the brake thyristor 14 according to the generation rate RH1.

Description

DETAILED DESCRIPTION OF THE INVENTION [Object of the Invention] (Industrial Application Field) The present invention relates to a brake control device for an electric vehicle that performs regeneration control.

(Prior Art) Braking devices for electric vehicles mainly use braking force generated by friction between an axle and a brake shoe. However, such braking devices require frequent maintenance inspections such as regular parts replacement, and because they use air pressure, there is a time delay between the driver's command and braking force, making it difficult to properly control the brakes. There was a problem in which the driver's skill was essential in order to obtain power.

For this reason, the electric motor used to obtain the propulsion force of the electric car is operated as a generator, converting the kinetic energy of the electric car into electrical energy, and supplying it to the overhead line via a converter, which is located in the same power supply section. Regenerative braking devices have come to be widely used because they enable the entire electric vehicle operation system to operate with high energy efficiency by being used to obtain propulsive force for other electric vehicles.

Hereinafter, an outline of a conventional general regenerative braking device for a DC electric vehicle will be explained with reference to FIG.

A main thyristor 4 is connected in parallel to a circuit in which an armature winding 1, a field winding 2, and a reactor 3 of a main motor are connected in series to form a chopper circuit. The chopper circuit is connected to a main filter capacitor 6 and a main smoothing reactor 7 via a blocking diode 5.

Further, a current collector 9 is connected to the main smoothing reactor 7, and the current collector 9 is in contact with an overhead wire 10.

Next, the operation of the above regenerative braking device will be explained.

The main motor current is controlled by controlling the main thyristor 4 of the chopper device on and off. That is, during the period when the main thyristor 4 is in the on state, the main motor current flows through the chopper circuit. Next, during the period when the main thyristor 4 is in the off state, the voltage value between the voltage generated at the terminals of the inductance (mainly the field winding 2 and the reactor 3) existing in the chopper circuit and the induced voltage in the armature winding 1 When the sum becomes higher than the overhead line voltage, the main motor current flows through the blocking diode 5, is smoothed by the main filter capacitor 6 and the main smoothing reactor 7, and is regenerated to the overhead line 10 via the current collector 9.

(Problem to be Solved by the Invention) In the above-described conventional regenerative braking device for an electric vehicle, when a disconnection occurs in which the mechanical and electrical contact between the current collector 9 and the overhead line 10 is temporarily cut off during the first regenerative braking. However, since the main motor current cannot be regenerated to the overhead wire 10, the regenerative braking has to be interrupted and a stable and continuous braking force cannot be obtained.

Furthermore, when the regeneration described above expires, the current collector voltage increases, so the high-speed circuit breaker is opened to protect the electric vehicle equipment.

Therefore, there is a problem in that the auxiliary power source, which is the power source for the electric vehicle control device and passenger service equipment, temporarily stops operating.

Also, when coming back to the track after leaving the track, rack #I is input to the electric car.
! There is a problem in that the pressure becomes very unstable due to transient changes, and it takes only millimeter to perform stable regenerative braking of an electric vehicle immediately after reattachment I/iA.

The present invention has been made to solve the above-mentioned drawbacks of the prior art, and even if an electric car loses track during regenerative braking and reattaches to the line after a certain period of time, the control device of the electric car will not be overloaded. The object of the present invention is to provide a brake control device for an electric vehicle that enables stable operation of an electric vehicle that can obtain continuous braking force without applying a load.

[Structure of the invention]

(Means for Solving the Problems) In order to achieve the above object, the present invention provides an electric vehicle having a chopper circuit that regenerates the motor current to the overhead wire through the current collection amount by on/off control of the main sirisk during regenerative braking of the electric vehicle. In car brake control equipment.

a series circuit of a brake thyristor and a brake resistor connected in parallel with the main thyristor;

@2 Voltage detecting means for detecting the voltage of the current collector, and inputting the output of this voltage detecting means to detect disconnection and reattachment of the current collector #! and line detection means.

The power generation rate, which is the proportion of the electric power to be regenerated that is consumed by the brake resistor, is increased at an increasing rate within a range of a predetermined upper limit value by line separation detection, and is decreased at a predetermined decreasing rate or less by line reattaching detection. The present invention is characterized by comprising: a determining means; and a brake thyristor control means that inputs the power generation rate from the power generation rate determining means and conducts the brake thyristor for a period corresponding to the power generation rate.

(Function) In the device configured as described above, the current collector voltage is detected by the current collector voltage detection section, and the detected value is determined as MllA! Output to the Il knowledge section. The track separation detection signal is #1I from the detected value.
Detects IA and reattached line, and outputs the detection signal to the power generation rate determining section. In the power generation rate determination department.

When a track separation detection signal is input, the power generation rate is increased within the upper limit of a predetermined increase rate, and when a reattachment detection signal is input, the power generation rate is decreased below a predetermined reduction rate. I ask you to do it every moment. Then, the power generation rate determined moment by moment by the power generation rate determination unit is inputted to the brake thyristor control unit,
The brake thyristor is made conductive for a period corresponding to the power generation rate to perform dynamic braking in which the non-regenerative power is consumed by the brake resistor.

In this way, the system immediately shifts to dynamic braking after detecting the vehicle leaving the track, and gradually shifts to regenerative braking after detecting the vehicle reattaching to the track.

(Example) Examples of the present invention will be described below with reference to the drawings of FIG. 1, FIG. 2, FIG. 3, FIG. 4, and FIG.

In Figure 1, armature winding 1 and field winding 2 of the traction motor
．． The main thyristor 4 is connected in parallel to the circuit in which the reactor 3 is connected in series. Further, a brake thyristor 14 and a brake resistor 15 are connected in series and connected in parallel to the main thyristor 4 to form a chopper circuit. And the chopper circuit consists of blocking diode 5
through the main filter capacitor 6 and the main smoothing reactor 7
It is connected to the. Further, the main smoothing reactor 7 is in contact with the frame 15110 via the high-speed circuit breaker 8 and the current collector 9. The main filter capacitor is also grounded to the track 12 via the axle 11. A current collector voltage detector 3 is provided between the main filter capacitor 7 and the high speed circuit breaker 8.

FIG. 2 is a block diagram showing the same embodiment.

The disconnection detection unit 17 detects the output E from the current collector voltage detector 13.
Detects disconnection from P and sends detection signal PINT to switch 18
Output to. At the same time, the power generation rate RHO is momentarily output to the limiter 18 from the output EP. In the limiter 18, an upper limit value INC and a lower limit value DEC of the amount of change in the power generation rate RHO per unit time are input in advance. Then, when the detection signal PINT is input to the limiter 18, the input power generation rate RHO is regulated by the INC and the power generation rate RHI is multiplied by the multiplier 19.
Output to. Thereafter, when the input of the detection signal PINT is turned off, the input power generation rate RHO is defined by the DEC and the power generation rate RHI is outputted to the multiplier 19. In the multiplication section 19,
A brake thyristor phase signal αBth is output in accordance with the input power generation rate RHI.

Next, the operation of the embodiment configured as described above will be explained.

The collector voltage detection section 13 outputs the detection signal HP to the disconnection detection section 17 of the brake thyristor phase control section 16 .

The track disconnection detection unit I7 detects the track disconnection based on the detection signal EP, and also uses the brake resistor 15 of the electric power that should always be regenerated.
The power generation rate RHO, which is the consumption ratio, is calculated and output to the limiter 18.

In the case of track separation, the track separation detection unit 17 sends a detection signal PINT.
When outputting to the limiter 18, the limiter 18 outputs to the multiplier 19 a power generation rate RH2 that allows a large increase rate in order to quickly suppress a sudden rise in the current collector voltage 9 at the time of disconnection.

The multiplier 19 multiplies the phase signal αMth of the main thyristor by the ratio of the on/off period of the brake thyristor 14 to the off period of the main thyristor 4 according to the power generation rate RH2, and outputs the phase signal αBh of the brake thyristor 14. do.

Next, when the disconnection detection unit 17 turns off the output of the detection signal PINT, which is the case when the line is reattached, the limiter 18 generates electricity at a small rate of decrease in order to prevent unstable changes in the current collector voltage when the line is reattached. The power generation rate RHI is output to the multiplier 19 so that the rate R1 (1) changes.The multiplier 19 outputs the power generation rate RHI
The phase signal αBth of the brake thyristor 14 is
Output.

Further, when the detection signal EP of the current collector voltage detection section 13 becomes stable after reattachment, it is assumed that the current is young, and the disconnection detection section 17 calculates the power generation rate RHO=O and performs only regenerative braking.

In this way, during the time of separation from the line and for a while after re-attaching the line, the brake resistance for the electric power to be regenerated is controlled by controlling the phase signal αBth of the brake thyristor 14 according to the power generation rate RHI to change the on/off period. Realize the consumption ratio in the container 15. FIG. 3 shows a phase relationship diagram of the main thyristor and brake thyristor of this embodiment.

In FIG. 3, 20 is the phase of the main thyristor;
1 is the phase of the brake thyristor.

The tON period is the on period of the main thyristor 4 and the off period of the brake thyristor 14.

Main motor current flows through the chopper circuit.

During the tREG period, which is the OFF period of the main thyristor 4 and the OFF period of the brake thyristor 14, the voltage generated at the terminals of the inductance (mainly the field winding 2 and the reactor 3) existing in the chopper circuit and the armature The sum of the induced voltages with the winding 1 becomes higher than the overhead wire voltage. Then, the main motor current is smoothed by the main filter capacitor 6 and the main smoothing reactor 7 and regenerated to the overhead wire. That is, the tptea period is a regenerative braking period.

During the tRHo period, which is the off period of the main thyristor and at the same time the on period of the brake thyristor 14, the main motor current is consumed by the brake resistor 15 to perform dynamic braking.

Next, FIG. 42 and FIG. 5 show the operation of the brake thyristor when disconnection occurs during regenerative braking.

22 is the output signal EP of the current collector voltage detector 13;
3 is the track loss detection signal PINT, and 24 is the length of the turn-on period of the brake thyristor 14.

In Figure 4, the disconnection period is relatively long and the power generation rate is at its maximum value of 1.
An example of reaching 00% is shown. After reattaching the line, the aircraft slowly transitioned to regeneration control.

FIG. 5 shows an example of a short disconnection period.

The power generation rate increases until the line separation detection signal PINT disappears, and after reattaching the line, it gradually returns to regenerative braking.

Furthermore, in the above embodiment, the present invention can be easily applied to cases where the regenerative load suddenly decreases or the current collector voltage suddenly changes instead of due to disconnection by changing the specifications of the disconnection detecting section.

Although a system having a DC chopper device was considered, the system does not necessarily have to be a chopper device, and can also be applied to an AC electric vehicle.

〔Effect of the invention〕

According to the present invention, even if an electric car leaves the track during regenerative braking and then reattaches to the track, braking force can be continuously obtained without stopping the auxiliary power supply, so stable operation of the electric car can be achieved. It is possible to provide a braking device for electric vehicles that makes it possible.

[Brief explanation of the drawing]

Fig. 1 is a schematic diagram of the configuration of a brake braking device according to an embodiment of the present invention, Fig. 2 is a block diagram of the main control section that calculates the phase command of the brake thyristor of the embodiment, and Fig. 3 is a block diagram of the main control section of the embodiment. Diagram of phase relationship between main thyristor and brake thyristor,
4 and 5 are explanatory diagrams of the operation of the brake thyristor at the time of re-arrival after leaving the track, and FIG. 6 is a schematic diagram of the configuration of a conventional regenerative braking device for an electric vehicle. 1... Armature winding; 2... Field winding, 4...
・・Main silisk, 8・Current collector, 9・Overhead line,
13... Current collector voltage detector, 14...
Brake thyristor, I5... Brake resistor, I6... Main control unit. Agent Patent Attorney Nori Ken Yudai

Claims (1)

[Scope of Claim] A brake control device for an electric vehicle having a chopper circuit that regenerates motor current to an overhead wire via a current collector by on/off control of a main thyristor during regenerative braking of an electric vehicle, comprising: a chopper circuit connected in parallel with the main thyristor; a series circuit of a brake thyristor and a brake resistor, a voltage detection means for detecting the voltage of the current collector, and a wire disconnection detection means for inputting the output of the voltage detection means to detect disconnection and reattachment of the current collector; The power generation rate, which is the proportion of the electric power to be regenerated that is consumed by the brake resistor, is increased at an increasing rate within a range of a predetermined upper limit value by line separation detection, and is decreased at a predetermined decreasing rate or less by line reattaching detection. 1. A brake control device for an electric vehicle, comprising: determining means; and brake thyristor control means that inputs the power generation rate from the power generation rate determining means and conducts the brake thyristor for a period corresponding to the power generation rate.