JPH0465602B2 - - Google Patents
Info
- Publication number
- JPH0465602B2 JPH0465602B2 JP58213919A JP21391983A JPH0465602B2 JP H0465602 B2 JPH0465602 B2 JP H0465602B2 JP 58213919 A JP58213919 A JP 58213919A JP 21391983 A JP21391983 A JP 21391983A JP H0465602 B2 JPH0465602 B2 JP H0465602B2
- Authority
- JP
- Japan
- Prior art keywords
- voltage
- braking
- command
- overvoltage suppression
- power converter
- 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.)
- Expired - Lifetime
Links
- 239000003990 capacitor Substances 0.000 claims description 18
- 230000001172 regenerating effect Effects 0.000 claims description 16
- 230000001629 suppression Effects 0.000 claims description 12
- 238000001514 detection method Methods 0.000 claims description 11
- 238000010304 firing Methods 0.000 claims description 4
- 230000008929 regeneration Effects 0.000 description 14
- 238000011069 regeneration method Methods 0.000 description 14
- 238000010586 diagram Methods 0.000 description 11
- 230000005611 electricity Effects 0.000 description 3
- 238000009499 grossing Methods 0.000 description 3
- 230000000694 effects Effects 0.000 description 2
- 238000002156 mixing Methods 0.000 description 2
- 238000010521 absorption reaction Methods 0.000 description 1
- 239000002131 composite material Substances 0.000 description 1
- 230000007423 decrease Effects 0.000 description 1
- 230000003111 delayed effect Effects 0.000 description 1
- 238000007373 indentation Methods 0.000 description 1
- 238000000034 method Methods 0.000 description 1
- 238000010248 power generation Methods 0.000 description 1
- 230000035939 shock Effects 0.000 description 1
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L7/00—Electrodynamic brake systems for vehicles in general
- B60L7/22—Dynamic electric resistor braking, combined with dynamic electric regenerative braking
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2200/00—Type of vehicles
- B60L2200/26—Rail vehicles
Description
【発明の詳細な説明】
〔発明の利用分野〕
本発明は、電気車制御装置に係り、特に、主電
動機を発電機として用い、回生制動を行なうに好
適な電気車制御装置に関する。DETAILED DESCRIPTION OF THE INVENTION [Field of Application of the Invention] The present invention relates to an electric vehicle control device, and particularly to an electric vehicle control device that uses a main motor as a generator and is suitable for performing regenerative braking.
回生制動付主回路チヨツパ制御装置（以下チヨ
ツパ装置と称す）の回生制動時の主回路は、第１
図に示すような構成をしている。図において、１
は電源、２はパンタグラフ、３は遮断器、４はフ
イルタリアクトル、５はフイルタコンデンサ、６
はフリーホイーリングダイオード、７は主電動
機、９は主平滑リアクトル、１０はチヨツパ、１
６はチヨツパ制御装置、１２は過電圧抑制抵抗、
１３は過電圧抑制サイリスタ（以下OVThと称
す）、１４はフイルタコンデンサ電圧検出器であ
る。
Main circuit with regenerative braking The main circuit during regenerative braking of the chopper control device (hereinafter referred to as chopper device) is
The configuration is as shown in the figure. In the figure, 1
is a power supply, 2 is a pantograph, 3 is a circuit breaker, 4 is a filter reactor, 5 is a filter capacitor, 6
is a freewheeling diode, 7 is a main motor, 9 is a main smoothing reactor, 10 is a chopper, 1
6 is a chopper control device, 12 is an overvoltage suppression resistor,
13 is an overvoltage suppression thyristor (hereinafter referred to as OVTh), and 14 is a filter capacitor voltage detector.
フイルタコンデンサ電圧検出器１４がOVTh１
３の両端に入つているのは、OVTh１３が誤点弧
した場合にも回路を遮断するためである。 Filter capacitor voltage detector 14 is OVTh1
The reason why it is inserted at both ends of OVTh13 is to cut off the circuit even if OVTh13 is erroneously fired.
いま、電力変換器であるチヨツパのゲートを制
御するチヨツパ制御装置１６よりON指令がチヨ
ツパ１０のゲートに与えられると、主電動機７は
主平滑リアクトル９を通した短絡され。従つて、
主電動機電流IM（この場合、制動電流となる）が
流れ、主平滑リアクトル９にエネルギが貯えられ
る。次に、チヨツパ制御装置１６よりOFF指令
がチヨツパ１０のゲートに与えられると、チヨツ
パ１０はOFFし、貯えられたエネルギはフリー
ホイーリングダイオード６を通して、電源線Ｉ側
に放出されるというモードにより回生が行なわれ
る。 Now, when an ON command is given to the gate of the chopper 10 from the chopper control device 16 which controls the gate of the chopper which is a power converter, the main motor 7 is short-circuited through the main smoothing reactor 9. Therefore,
A main motor current I M (in this case, a braking current) flows, and energy is stored in the main smoothing reactor 9. Next, when an OFF command is given to the gate of the chopper 10 from the chopper control device 16, the chopper 10 is turned off, and the stored energy is regenerated in a mode in which it is released to the power line I side through the freewheeling diode 6. will be carried out.
第２図に回生を行なつている場合の回生電流IR
の流れを示す。回生車１９から発生した回生電流
IRは、力行して電力を消費している負荷車２０に
流れる。もし、この負荷車２０が力行をやめ、電
力をとらなくなつた場合、回生インバータ２１な
どの設備があるき電系統ではそこに流れるが、も
し、この設備がない、き電系統の場合には、回生
電流IRは流れなくなる。このような時、第１図に
おいて、主電動機電流IMは、フイルタコンデンサ
５に流れ込み、フイルタコンデンサ電圧Ecfを押
し上げる。この電圧はフイルタコンデンサ電圧
Ecf検出器により検出される。 Regenerative current I R when regeneration is performed as shown in Figure 2
The flow is shown below. Regenerative current generated from regenerative wheel 19
I R flows to the load vehicle 20 which is running and consuming electric power. If this load vehicle 20 stops running and no longer draws electricity, the power will flow there in a feeding system that has equipment such as a regenerative inverter 21, but if the feeding system does not have this equipment, Regenerative current I R stops flowing. In such a case, as shown in FIG. 1, the main motor current I M flows into the filter capacitor 5 and pushes up the filter capacitor voltage Ecf. This voltage is the filter capacitor voltage
Detected by Ecf detector.
第３図はフイルタコンデンサ電圧Ecfを検出し
た後の制御ブロツク図である。 FIG. 3 is a control block diagram after detecting the filter capacitor voltage Ecf.
フイルタコンデンサ電圧Ecfが予定の高電圧で
ある基準値よりも高いことを電圧比較装置３１で
比較すると、遮断器OFF指令が制御回路３２に
出力される。これと同時に、OVTh点弧指令装置
３３にOVThのON指令が出力される。 When the voltage comparator 31 compares that the filter capacitor voltage Ecf is higher than a predetermined high voltage reference value, a circuit breaker OFF command is output to the control circuit 32 . At the same time, an OVTh ON command is output to the OVTh ignition command device 33.
第１図で、この信号を受けて、遮断器３は開
き、OVTh１３が点弧し、フイルタコンデンサ５
の電荷をOVTh直列抵抗１２を介して放電する。 In Fig. 1, in response to this signal, circuit breaker 3 opens, OVTh13 fires, and filter capacitor 5
is discharged through the OVTh series resistor 12.
第４図に電気車全体の制動指令のブロツク図を
示す。ブレーキ弁などの制動指令装置１５から制
動指令が出力されると、チヨツパ制御装置１６は
回生制動制御を開始する。 FIG. 4 shows a block diagram of the braking command for the entire electric vehicle. When a braking command is output from a braking command device 15 such as a brake valve, the chopper control device 16 starts regenerative braking control.
この回生制動の制御トルクを示す回生制動信号
は空気制動指令装置１７で制動指令と演算され、
不足分が空気ブレーキ指令として空気制動装置１
８のブレーキシユーに送られ、電気と空気のブレ
ンデイングにより制動トルクが得られる。こうし
て電気車全体としては一定の制動トルクが得られ
る。 The regenerative braking signal indicating the control torque of this regenerative braking is calculated as a braking command by the air braking command device 17,
The shortfall is air braking device 1 as air brake command.
8 brake shoe, and braking torque is obtained by blending electricity and air. In this way, a constant braking torque can be obtained for the electric vehicle as a whole.
この理由により、回生が失効した場合、空気制
動指令装置１７により空気制動に切替るわけであ
るが、この時の電気−空気の切替りモードを第５
図に示す。 For this reason, when regeneration fails, the air braking command device 17 switches to air braking, but the electric-air switching mode at this time is
As shown in the figure.
回生制動トルクEBがフルにかかつている状態
で回生が失効すると、空気制動トルクABに切替
る際、Ａ点で瞬時に切替るわけではない。空気制
動装置の応答遅れにより時間遅れT1が生じる。
この時間はおよそ0.3〜0.5秒である。時間遅れT1
があると、電気車全体としての合成制動トルク
TBにへこみが生じる。 If regeneration expires while the regenerative braking torque EB is fully applied, the switching to the air braking torque AB will not occur instantaneously at point A. A time delay T 1 occurs due to the response delay of the air braking device.
This time is approximately 0.3-0.5 seconds. time delay T 1
If there is, the resultant braking torque for the electric vehicle as a whole is
A dent appears in the TB.
これを改善する方法として、第６図に示す制御
ブロツクが考えられる。 As a method to improve this, a control block shown in FIG. 6 can be considered.
基準値よりもフイルタコンデンサ電圧Ecfが高
いことを電圧比較装置３１で比較すると、OVTh
点弧指令装置３３にOVTh１３のON指令が出力
される。それと同時に、電動機電流絞り指令装置
３４がチヨツパ１０に主電動機電流IMを絞り込む
よう指令が与えられる。又、しや断器オフ指令は
時素３５により一定時間遅れて、制御回路３２に
入り、しや断器を開くのを遅らせる。 When comparing the filter capacitor voltage Ecf higher than the reference value using the voltage comparator 31, OVTh
An ON command for OVTh13 is output to the ignition command device 33. At the same time, the motor current throttling command device 34 gives a command to the chopper 10 to throttle the main motor current I M. Further, the shield breaker off command is delayed for a certain period of time by the time element 35 and enters the control circuit 32, thereby delaying the opening of the shield breaker.
このようにすると、合成制動トルクのへこみは
少し改善されるが、OVTh点弧時フイルタコンデ
ンサ電圧Ecf検出点OVになるため、予定の低電
圧になつたと判断してしまうことから、チヨツパ
制御装置１６はチヨツパ１０をオフするため、主
電動機電流IMを緩やかに絞り込むことはできな
い。 By doing this, the indentation of the composite braking torque is slightly improved, but since the filter capacitor voltage Ecf detection point OV is reached at the time of OVTh firing, it is determined that the voltage has reached the expected low voltage, so the chopper control device 16 Since the chopper 10 is turned off, the main motor current I M cannot be gradually throttled down.
従来、このようなケースがあるとトルク変化に
より乗客にシヨツクを与える。特に、第２図に示
したように回生インバータ装置低電力吸収設備が
ないき電系統の場合には、こうしたケース（回生
失効）がたびたび生じ、乗客に不快感を与える。 Conventionally, in such a case, the change in torque would give a shock to the passengers. Particularly, in the case of a feeding power system without a regenerative inverter device and low power absorption equipment as shown in FIG. 2, such a case (regeneration failure) often occurs, causing discomfort to passengers.
本発明の目的は、回生失効時空気制動との切替
えをスムーズに行ない、シヨツクのない制御装置
を提供するにある。
An object of the present invention is to provide a shock-free control device that smoothly switches between air braking and air braking when regeneration has expired.
本発明の要点は、回生失効時、電源電圧検出を
無効にし、OVTh直列抵抗を一定時間一種の負荷
抵抗とする発電制動とし、この間に主電動機電流
を徐々に絞り込み、空気制動トルクを立上げた
後、空気に完全に切替るようにしたことにある。
The key point of the present invention is that when regeneration expires, the power supply voltage detection is disabled and the OVTh series resistor is used as a kind of load resistance for a certain period of time to perform dynamic braking, and during this time, the traction motor current is gradually narrowed down and the air braking torque is increased. After that, it was completely switched to air.
発明の一例を図面にもとづいて説明する。 An example of the invention will be explained based on the drawings.
第７図は本発明の一実施例を示す回生失効時の
制御ブロツク図である。 FIG. 7 is a control block diagram when regeneration is disabled, showing an embodiment of the present invention.
基準値よりもフイルタコンデンサ電圧Ecfが高
いことを電圧比較回路３１で比較すとOVTh点弧
指令装置３３にOVThのON指令が出力される。
それと同時に、電動機電流絞り指令装置３４から
チヨツパ１０に主電動機電流IMを絞り込むよう指
令が与えられる。又、フイルタコンデンサ電圧
Ecfを検出しないようにする電圧無検出指令装置
３６により、低電位リミツタ等他の電流IM絞り込
み回路を動作さないようにする。一方、遮断器オ
フ指令は時素３５により一定時間遅れて、制御回
路３２に入り、しや断器を開くのを遅らせてい
る。 When the voltage comparison circuit 31 compares the fact that the filter capacitor voltage Ecf is higher than the reference value, an OVTh ON command is output to the OVTh ignition command device 33.
At the same time, a command is given from the motor current throttling command device 34 to the chopper 10 to throttle the main motor current I M. Also, filter capacitor voltage
The voltage non-detection command device 36 that prevents Ecf from being detected prevents other current I M narrowing circuits such as a low potential limiter from operating. On the other hand, the circuit breaker off command enters the control circuit 32 after a fixed time delay due to the time element 35, thereby delaying the opening of the circuit breaker.
第８図に具体的な回路を示す。チヨツパ制御装
置１６内でフイルタコンデンサ電圧の過電圧
OVDを検出すると、OVThをONし、その後はフ
イルタコンデンサ電圧Ecfを検出しないように
し、チヨツパの通流率αは絞り込むよう指令され
る。保護リレー４２をONするのは、一定時間タ
イマーをもつたのちとなる。この一定時間の間、
主電動機電流IMは絞り込まれながらも、OVTh直
列抵抗を負荷として、一種の発電制動を構成す
る。 FIG. 8 shows a specific circuit. Overvoltage of the filter capacitor voltage in the chopper control device 16
When OVD is detected, OVTh is turned ON, and thereafter the filter capacitor voltage Ecf is not detected, and the chopper current conductivity α is commanded to be narrowed down. The protection relay 42 is turned on after a timer has been set for a certain period of time. During this certain period of time,
Although the main motor current I M is limited, a type of dynamic braking is configured with the OVTh series resistance as a load.
一定時間経過後、リレー４２がONし、遮断器
４１の電源をOFFし、遮断器を開放させる。 After a certain period of time has elapsed, the relay 42 turns on, turns off the power to the circuit breaker 41, and opens the circuit breaker.
第９図に電気−空気の切替えモードを示す。Ａ
点でOVThが点弧すると、電気制動力EBはＡ点
をさかいにして、回生制動からの発電制御に切替
り、チヨツパにより徐々に絞り込まれていく。こ
の結果、主電動機電流IMが漸減し、制動トルクが
緩やかに絞られる。この間、空気制動トルクAB
は、ブレンデイング作用により、電気制動力EB
が低減した分だけ補うように立上つていく。ラツ
プする時間T2は、前述の空気管等の遅れを考慮
すると、およそ１秒程度に設定すればよい。こう
すると、電気車全体の合成制動トルクTBに切替
え時のへこみがほとんどなくなり、スムーズな切
替えが期待できる。 FIG. 9 shows the electric-air switching mode. A
When OVTh fires at point A, the electric braking force EB changes from point A to power generation control from regenerative braking, and is gradually narrowed down by the chopper. As a result, the main motor current I M gradually decreases, and the braking torque is gradually reduced. During this time, air braking torque AB
Due to the blending effect, the electric braking force EB
will rise to compensate for the reduction. The wrap time T2 may be set to approximately 1 second, taking into account the delay caused by the air pipes, etc. mentioned above. In this way, there will be almost no dent in the combined braking torque TB of the entire electric vehicle during switching, and smooth switching can be expected.
本発明によれば、回生失効時電気−空気がスム
ーズに切替り、乗心地の良い制御が得られる。
According to the present invention, electricity and air are switched smoothly when regeneration expires, and control with good riding comfort can be obtained.
第１図は回生時のチヨツパの主回路接続図、第
２図は回生時のき電系統図、第３図は回生失効時
の制御ブロツク図、第４図、第６図は回生失効時
の電気−空気制動トルク切替え図、第５図は回生
失効時の電気−空気切替りモード図、第７図、第
８図は本発明の一実施例のそれぞれ制御ブロツク
図及び回路図、第９図は回生失効時の電気−空気
制動トルク切替え図である。
５……フイルタコンデンサ、７……電動機、１
０……電力変換器、１２……過電圧抑制抵抗、１
３……過電圧抑制サイリスタ、１４……電圧検出
装置、１５……制動指令装置、１６……電力変換
器制御装置、１７……空気制動指令装置、１８…
…空気制動装置、３１……電圧比較装置、３３…
…過電圧抑制サイリスタ点弧指令装置、３４……
電動機電流絞り指令装置、３６……電圧無検知指
令装置、Ｘ……過電圧抑制回路、Ｙ……逆Ｌ形フ
イルタ。
Figure 1 is the main circuit connection diagram of the chopper during regeneration, Figure 2 is the feeding power system diagram during regeneration, Figure 3 is the control block diagram when regeneration is disabled, and Figures 4 and 6 are when regeneration is disabled. Electric-pneumatic braking torque switching diagram, Figure 5 is a diagram of electric-air switching mode when regeneration is disabled, Figures 7 and 8 are a control block diagram and circuit diagram of an embodiment of the present invention, respectively, and Figure 9 is a diagram of electric-pneumatic braking torque switching when regeneration is disabled. 5... Filter capacitor, 7... Electric motor, 1
0...Power converter, 12...Overvoltage suppression resistor, 1
3...Overvoltage suppression thyristor, 14...Voltage detection device, 15...Brake command device, 16...Power converter control device, 17...Air brake command device, 18...
...Air braking device, 31...Voltage comparator, 33...
...Overvoltage suppression thyristor firing command device, 34...
Motor current throttling command device, 36...Voltage non-detection command device, X...Overvoltage suppression circuit, Y...Inverted L-shaped filter.
Claims (1)
と、電圧比較装置３１と、電圧無検知指令装置３
６と、過電圧抑制サイリスタ点弧指令装置３３
と、電動機電流絞り指令装置３４とを有する電気
車用制動制御装置であつて、 電気車は、電力変換装置１６に制御される電力
変換機１０と電動機７によつて力行、及び制動制
御され、逆Ｌ形フイルタＹのフイルタコンデンサ
５が電力変換器１０の前段に、過電圧抑制回路Ｘ
がフイルタコンデンサ５にそれぞれ並列接続さ
れ、制動は回生制動、および空気制動を含み、過
電圧抑制回路Ｘは過電圧抑制サイリスタ１３と過
電圧抑制抵抗１２直列接続されて構成されるもの
であり、 空気制動指令装置１７は、制動指令装置１５か
らの制動指令及び電力変換器制御装置１６からの
回生制動信号を入力し、制動トルクの不足分を空
気制動装置１８に出力するものであり、 電圧検出装置１４は、過電圧抑制サイリスタ１
３の両端の電圧を検出するものであり、 電圧比較装置３１は、電圧検出装置１４の出力
を入力し、検出電圧が予定の高電圧または予定の
低電圧になつたことを検出して出力するものであ
り、 電圧無検知指令装置３６は、電圧比較装置３１
の出力が予定の高電圧であることに応動して電圧
検出装置１４に対して電圧検出中止指令を出力す
るものであり、 過電圧抑制サイリスタ点弧指令装置３３は、電
圧比較装置３１の出力が予定の高電圧であること
に応動して過電圧抑制サイリスタ１３に対して点
弧指令を出力するものであり、 電動機電流絞り指令装置３４は、電圧比較装置
３１の出力が予定の高電圧であるこに応動して電
力変換器制御装置１６に対して、電動機電流を漸
減させる指令を出力するものである 電気車用制動制御装置。[Claims] 1. Air brake command device 17 and voltage detection device 14
, a voltage comparison device 31, and a voltage non-detection command device 3
6, and overvoltage suppression thyristor firing command device 33
and a motor current throttling command device 34, the electric vehicle is powered and braking-controlled by a power converter 10 controlled by a power converter 16 and an electric motor 7, A filter capacitor 5 of an inverted L-shaped filter Y is connected to an overvoltage suppression circuit X before a power converter 10.
are each connected in parallel to the filter capacitor 5, braking includes regenerative braking and air braking, and the overvoltage suppression circuit 17 inputs the braking command from the braking command device 15 and the regenerative braking signal from the power converter control device 16, and outputs the shortfall in braking torque to the air braking device 18; Overvoltage suppression thyristor 1
The voltage comparison device 31 receives the output of the voltage detection device 14, detects that the detected voltage has reached a predetermined high voltage or a predetermined low voltage, and outputs the detected voltage. The voltage non-detection command device 36 is a voltage comparator 31
The overvoltage suppression thyristor firing command device 33 outputs a voltage detection stop command to the voltage detection device 14 in response to the fact that the output of the voltage comparator 31 is a scheduled high voltage. The motor current throttle command device 34 outputs an ignition command to the overvoltage suppression thyristor 13 in response to the high voltage of the voltage comparator 31. A braking control device for an electric vehicle that outputs a command to the power converter control device 16 to gradually reduce the motor current.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP21391983A JPS60109701A (en) | 1983-11-16 | 1983-11-16 | Controller for electric railcar |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP21391983A JPS60109701A (en) | 1983-11-16 | 1983-11-16 | Controller for electric railcar |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS60109701A JPS60109701A (en) | 1985-06-15 |
| JPH0465602B2 true JPH0465602B2 (en) | 1992-10-20 |
Family
ID=16647210
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP21391983A Granted JPS60109701A (en) | 1983-11-16 | 1983-11-16 | Controller for electric railcar |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS60109701A (en) |
Families Citing this family (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US4962876A (en) * | 1988-03-14 | 1990-10-16 | Oki Electric Industry Co., Ltd. | Method of producing a movable part of a wire-dot print head |
| JP2002064901A (en) * | 2000-08-21 | 2002-02-28 | Toshiba Corp | Electric car controller |
| JP4561938B1 (en) * | 2009-12-18 | 2010-10-13 | 三菱電機株式会社 | Electric vehicle drive control device |
Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS503841A (en) * | 1973-05-07 | 1975-01-16 |
Family Cites Families (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS49100104U (en) * | 1972-12-19 | 1974-08-29 |
-
1983
- 1983-11-16 JP JP21391983A patent/JPS60109701A/en active Granted
Patent Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS503841A (en) * | 1973-05-07 | 1975-01-16 |
Also Published As
| Publication number | Publication date |
|---|---|
| JPS60109701A (en) | 1985-06-15 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| US5170105A (en) | Method for determining operability of an electrical dynamic braking system | |
| JPH03289304A (en) | Controller for electric vehicle | |
| JPH0465602B2 (en) | ||
| JP2004168214A (en) | Feed voltage compensating device | |
| GB2117195A (en) | Electrical brake system for electric rolling stock | |
| JP2811817B2 (en) | Electric car control device | |
| JPH06113404A (en) | Brake for electric motor vehicle | |
| JPS639228Y2 (en) | ||
| JPS5826817Y2 (en) | Regenerative load device for vehicles | |
| JPH05130707A (en) | Controller for electric vehicle | |
| JPS61227602A (en) | Controller for electric railcar | |
| JP2579910B2 (en) | Electric car control device | |
| JPS59172906A (en) | Controller for electric rolling stock | |
| JPH0458244B2 (en) | ||
| JP2001204101A (en) | Brake chopper device for electric car | |
| JP2592660Y2 (en) | GTO switch control circuit for vehicle test | |
| JPS61150682A (en) | Protecting system of inverter drive induction motor | |
| JPH0442883B2 (en) | ||
| JPH0583804A (en) | Vehicle driver | |
| JPS5939997B2 (en) | DC motor braking control device | |
| JPH03159501A (en) | Controller for electric vehicle | |
| JPH01117605A (en) | Controller for electric rolling stock | |
| JP2671540B2 (en) | Electric car control device | |
| JPS5829301A (en) | Controlling circuit for regenerative brake equipment for electric rolling stock | |
| JPS60223402A (en) | Controller for electric railcar |