JPH0468842B2 - - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION [Field of Application of the Invention] The present invention relates to a regenerative brake control device for an AC electric vehicle, and particularly to a regenerative brake control device for an AC electric vehicle suitable for controlling a speed-reducing regenerative brake.

[Background of the invention]

This type of AC electric vehicle has a power converter that converts AC power into DC during power running, and reverse exchanges DC power to AC power during regenerative braking, and uses the DC power of the power converter to generate traction force during power running. A DC motor that generates braking force during regenerative braking, a field power supply device that supplies power to the field winding of the DC motor, and the power converter and field power supply device are controlled based on commands given from the outside. There is provided a device configured to include a control device.

Control of the restraining brake of the AC electric vehicle configured in this manner will be described below.

In AC electric cars, the resistance of the DC circuit is generally much smaller than the resistance control resistance of DC electric cars, so the slope of the suppression notch curve of DC resistance cars is twice as high. It is normal for the damping notch characteristic to have a large slope as described above. For this reason, some countermeasures have been taken, such as increasing the number of restraining notches in AC electric vehicles equipped with a restraining brake, or increasing the stabilizing resistance value of the armature circuit. Increasing the number of speed control notches increases the size of the main controller in the driver's cab, which causes problems with the rigging of locomotives and electric trains, as well as making the operation handling of conventional resistance cam cars different. Furthermore, installing more stabilizing resistors than necessary poses many problems in terms of size, space, weight, and reduction in the amount of regenerative braking.

[Purpose of the invention]

The present invention has been made in view of the above-mentioned problems, and its purpose is to provide a regenerative brake control device for an AC electric vehicle that improves controllability of a restraining brake and reduces the number of parts. be.

[Summary of the invention]

In order to achieve the above object, according to one aspect of the present invention, there is provided a regenerative brake control device for an AC electric vehicle including a control device 15, which includes a transformer 2 and a power conversion device 3.
Power running and braking are controlled by the DC motor 10a and the field power supply device 4, and the control device 15 having a speed control function includes a field current pattern circuit 59 and a control for the field power supply device. The field current pattern circuit 59 takes in the deceleration notch command 51 and the detection output of the armature current detector 14, and outputs a set value of the field current according to the field current pattern. The field power supply control circuit 57 takes in the output of the field current pattern circuit 59 and the field current detection output, and adjusts the field current of the DC motor 10a based on the deviation between them. A regenerative brake control device for an AC electric vehicle is provided, which generates a control signal and outputs it to the field power supply device 4.

Further, according to another aspect of the present invention, there is provided a regenerative brake control device for an AC electric vehicle including a control device 15, in which the AC electric vehicle includes a transformer 2 and a power converter 3.
Power running and braking are controlled by the DC motor 10a and the field power supply device 4, and the control device 15 having a speed control function includes the field current pattern circuit 100 and the control for the field power supply device. The control pattern circuit 100 has a field current pattern circuit 59 and a DC voltage pattern circuit 58, and the field current pattern circuit 59 has a suppression notch. The field power supply control circuit 57 takes in the command 51 and the detection output of the armature current detector 14 and outputs the set value of the field current according to the field current pattern. It takes in the output of the current pattern circuit 59 and the field current detection output, generates a signal for controlling the field current of the DC motor 10a based on their deviation, and outputs this to the field power supply device 4. The DC voltage pattern circuit 58 takes in the restraint notch command 51 and the detection output of the armature current detector 14, and sets the DC voltage setting value of the power converter 3 according to the DC voltage pattern. The power converter control circuit 56 takes in the DC voltage pattern circuit 58, generates a signal for controlling the output voltage of the power converter 3 based on it, and transmits the signal to the power converter 3. A regenerative brake control device for AC electric vehicles is provided.

[Embodiments of the invention]

DETAILED DESCRIPTION OF THE INVENTION Preferred embodiments of the present invention will be described below with reference to the drawings, but before that, matters that form the basis of the present invention will be described.

FIG. 1 is an explanatory diagram showing the main circuit configuration of an AC electric vehicle with regenerative brake. In FIG. 1, 1 is a pantograph and 2 is a transformer. The transformer 2 includes a primary winding 21, a secondary winding 22, and a field power supply winding 2.
It has 3. 3 is a power converter. This power conversion device 3 includes thyristors 31 to 34. 4 is a field power supply device, and this field power supply device 4 includes thyristors 41 and 42.
and diodes 43 and 44. 5 is a direct current or disconnector for the armature circuit, 6 is a main smoothing reactor for current smoothing, 7 is a current limiting resistor called a stabilizing resistor, 8 is a switch that closes when braking and opens when powering. 9 is a switch that opens when powering and opens when braking; 10a is a DC motor; 10 is an armature of the DC motor 10a; 11
is its field winding; 12 is a reversing device that switches between powering ←→brake and forward ←→reverse; 13 is a direct current or disconnector for the field circuit; 14 is a current detector for detecting armature current; 15 is a control device that controls the power conversion device 3 and the field power supply device 4.

In FIG. 1, for power running speed control, a power conversion device 3 inputs AC power, outputs variable DC power determined based on required control performance, and drives an armature 10 via a switch 9. On the other hand, the field current If is controlled by the variable DC voltage of the field power supply 4 to be equal to the armature current Ia, for example, or is controlled to weaken the field so that the DC motor generates traction force. The electric car is accelerated. In addition, control during braking is performed when the field current If is applied to the armature 10.
generates DC power, and the DC power is converted into AC power by the reverse exchange action of the power converter 3. At this time, the field current is controlled as the speed decreases, and then the DC voltage of the power converter 3 is increased from the thyristor 31 to
Generally, the phase is controlled from the maximum to the minimum by 34 phase controls.

Hereinafter, control of the slowdown brake related to the present invention will be explained. FIG. 2 shows a control characteristic diagram of an electric vehicle, which is the basis of the present invention. As shown in the figure, the field current If and the DC voltage Ed of the power converter are commanded in response to the speed or the speed control notch. The notch advance is a manual advance by the driver.

FIG. 3 is a block diagram showing an example of a control block for an electric vehicle, which is the basis of the present invention. In FIG. 3, 51 is a speed control notch command, and 52 is a voltage command circuit. This voltage command circuit 52 has the Ed characteristic pattern shown in FIG. Also,
53 is a field current command circuit, and the field current command circuit 53 has the characteristic pattern of If shown in FIG. 54 and 55 are comparators, 56 is a control circuit for the power converter, and 57 is a control circuit for the field power supply. Further, Ed indicates that a constant voltage control system is included, and If indicates that a constant voltage control system is included.

FIG. 4 shows a restraining notch curve (speed-brake force characteristic curve) of the electric vehicle obtained from the control shown in FIGS. 2 and 3.

In Fig. 4, loads LD1 to LD3 indicate acceleration force characteristics determined by the vehicle weight, the size of the downhill slope, etc., and the linear characteristic sloping upward to the right indicates the speed-brake force characteristic when each restraining notch is fixed. ,load
The speed at the intersection of the LD characteristic and this notch characteristic is the suppression speed.

However, as can be seen from the main circuit configuration diagram in FIG. 1, if the DC voltage Ed and field current If are set to constant values, the induced voltage in the armature 10 will change proportionally as the speed changes. Therefore,
The change ΔIa in the armature current is expressed as ΔIa=Ed−ΔEc/R (1) where ΔEc is the change in the induced voltage in the armature and R is the total resistance value of the DC circuit. As a result, the slope of the speed control notch curve (the characteristic upward to the right in FIG. 4) is determined by the total resistance value R of the DC circuit. In other words, when R is small, the slope of the inhibition notch curve becomes large;
The larger the value, the smaller the slope. Note that the slope of this notch curve is supported by the amount of change in brake force ΔBE/the amount of speed change ΔV per ton of vehicle weight. The greater the slope of the restraint notch curve (the more it stands), the smaller the change in speed with respect to load fluctuations, which means that the constant speed performance during restraint operation is better. When using a notch that advances and returns, sudden changes in current and braking force are unavoidable, leading to operational problems.

The embodiment shown in FIG. 5 has been developed to solve this problem.

FIG. 5 is a control block diagram showing an embodiment of the AC electric vehicle according to the present invention. In Figure 5,
Components that are the same as those in the embodiment shown in FIG. 3 are given the same reference numerals and explanations will be omitted.

The difference between the embodiment shown in FIG. 5 and the configuration shown in FIG. 3 is that the embodiment shown in FIG.
The holding brake notch command is taken in, and at least one of the armature voltage Ed and the field current If is controlled based on the armature current Ia and the control pattern circuit 100 at the time of the holding brake notch command. .

To explain in more detail, in this embodiment, the control pattern circuit 100 is the DC voltage pattern circuit 5.
8 and a field current pattern circuit 59. The DC voltage pattern circuit 58 has a pattern shown in FIG. Further, the field current pattern circuit 59 has a pattern shown in FIG. In other words, the armature current Ia and the restraining brake notch command are taken in, and the DC voltage pattern and field current pattern are set in each circuit 5 according to the armature current Ia.
8 and 59, it is possible to obtain the desired speed reduction notch curve.

The DC voltage pattern shown in Figure 6 corresponds to the armature current
By narrowing the DC voltage to a small value in a region where Ia is small (that is, a region where the braking force is small), it is possible to shift the characteristics so as to reduce the rising speed of the restraint notch curve.

Furthermore, the field current pattern shown in FIG. 7 is designed to suppress the increase in armature current Ia by narrowing the field current If as the armature current Ia increases, thereby reducing the speed suppressing notch. This makes it possible to reduce the slope of the curve. In addition, in FIG. 7, the characteristic upward to the right is the weak field limit determined from the rectification performance during braking of the DC motor.

In this way, by appropriately setting the pattern characteristics shown in FIGS. 6 and 7, a notch curve with an arbitrary slope can be obtained. Depending on the required speed reduction performance, the DC voltage pattern shown in Figure 6 may be changed to the armature current Ia.
It is also possible to always keep it constant regardless of the value, and in this case, the model diagram of the restraining brake notch curve has a characteristic in which the point characteristic part is cut off, as shown in FIG. It goes without saying that the field current pattern at this time needs to limit the field current as shown by the points in FIG.

In FIG. 5, the direct current voltage control system is a fieldback control system, but of course, even if it is an open loop control system, the speed control performance will not be a problem in practice.

〔Effect of the invention〕

As described above, according to the present invention, at least the field current is controlled according to a predetermined control pattern based on the armature current. This has the advantage that any desired restraining brake notch curve can be easily obtained without providing a constant speed control system using a speed generator.

[Brief explanation of the drawing]

Fig. 1 is an explanatory diagram showing the main circuit configuration of an AC electric car with regenerative brake, Fig. 2 is a characteristic diagram shown to explain the control characteristics of the AC electric car which is the basis of the present invention, and Fig. 3 is a diagram showing the main circuit configuration of an AC electric car with regenerative brake. A control block diagram showing an example of the AC electric vehicle that is the basis of the invention, FIG. 4 is a brake notch curve diagram of the same, and FIG. 5 is a control block diagram showing an example of the AC electric vehicle according to the present invention. 6 and 7 are characteristic diagrams showing an example of a control pattern used in the embodiment of FIG. 5, and FIG. 8 is a characteristic diagram showing a model diagram of a brake notch curve showing another embodiment of the present invention. It is. 1... Pantograph, 2... Transformer, 3... Power conversion device, 4... Field power supply device, 5... Direct current or disconnector for armature circuit, 6... Main smoothing reactor, 7... Stabilizer, 8...Switch, 9...
Switch, 10... Armature, 10a... DC motor, 11... Field winding, 12... Reverser, 13...
...DC or disconnector for field circuit, 14...Current detector, 15...Control device, 21...Primary winding, 22
...Secondary winding, 23...Field power supply winding, 31~
34... Thyristor, 41, 42... Thyristor, 43, 44... Diode, 51... Retaining notch command, 52... Voltage command circuit, 53... Field power supply command circuit, 54, 55... Comparator , 56...
Control circuit for power conversion device, 57... Control circuit for field power supply device, 58... DC voltage pattern circuit, 5
9... Field current pattern circuit, 100... Control pattern circuit.

Claims (1)

[Claims] 1. A regenerative brake control device for an AC electric vehicle equipped with a control device 15, which includes a transformer 2 and a power converter 3.
Power running and braking are controlled by the DC motor 10a and the field power supply device 4, and the control device 15 having a speed control function includes a field current pattern circuit 59 and a control for the field power supply device. The field current pattern circuit 59 takes in the deceleration notch command 51 and the detection output of the armature current detector 14, and outputs a set value of the field current according to the field current pattern. The field power supply control circuit 57 takes in the output of the field current pattern circuit 59 and the field current detection output, and adjusts the field current of the DC motor 10a based on the deviation between them. It generates a control signal and outputs it to the field power supply device 4. Regenerative brake control device for AC electric vehicles. 2 A regenerative brake control device for an AC electric vehicle equipped with a control device 15, wherein the AC electric vehicle includes a transformer 2 and a power converter 3.
Power running and braking are controlled by the DC motor 10a and the field power supply device 4. The control device 15 having a speed control function includes the control pattern circuit 100 and the field power supply control circuit 5.
7 and a power converter control circuit 56, the control pattern circuit 100 has a field current pattern circuit 59 and a DC voltage pattern circuit 58, and the field current pattern circuit 59 has a control notch command. 51 and the detection output of the armature current detector 14, and outputs a set value of the field current according to the field current pattern. It takes in the output of the pattern circuit 59 and the field current detection output, generates a signal for controlling the field current of the DC motor 10a based on their deviation, and outputs this to the field power supply device 4. The DC voltage pattern circuit 58 takes in the restraint notch command 51 and the detection output of the armature current detector 14, and outputs the set value of the DC voltage of the power conversion device 3 according to the DC voltage pattern. The power converter control circuit 56 takes in the DC voltage pattern circuit 58, generates a signal for controlling the output voltage of the power converter 3 based on its output, and transmits the signal to the power converter 3. This is what is output to. Regenerative brake control device for AC electric vehicles.