JPH09308005A - Electric rolling stock controller - Google Patents

Abstract

PROBLEM TO BE SOLVED: To effectively utilize the regenerated power of an electromotive vehicle and lighten the liability proportion of its air brake. SOLUTION: A main motor 8 is mounted on an electromotive vehicle 1, and an accompanied vehicle 2 is coupled with the electromotive vehicle 1. An inverter 7 converts DC power into AC power, and supplies the main motor 8 with AC power. On the DC side of this inverter 7, an electric brake converter 9 is connected in parallel. A controller 100 decelerates the electromotive vehicle 1 by controlling the inverter 7 and generating the regenerated power from the main motor 8, according to the brake command of an electric rolling stock, and decelerates the accompanied vehicle 2 by converting the regenerated power with an electric brake converter and supplying it to an electric brake device 10.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle equipped with a main electric motor (hereinafter referred to as an electric vehicle) and a vehicle connected to this electric vehicle and not equipped with a main electric motor (hereinafter referred to as a trailing vehicle). The present invention relates to an electric vehicle control device that controls an equipped electric vehicle.

[0002]

2. Description of the Related Art Conventionally, an air brake is often used as a brake for a trailer vehicle. This is to store the electric power air produced by the electric compressor in the tank, and to convert this pressurized air to electricity /
It is controlled by the opening / closing operation of the pressure conversion valve, the brake shoe is pressed against the wheels by the controlled pressure air, and the braking force is obtained by the frictional force.

On the other hand, as for the brake of an electric vehicle, a combined system is often used in which an electric brake is controlled by controlling a main motor as much as possible, and a shortage is compensated by an air brake.

This is for the purpose of securing a stable braking force by controlling and operating the air brake in response to a delay in the rise of the electric braking force with respect to the braking force command and a decrease in the torque of the electric brake near the end speed. There is.

There are two types of electric brakes controlled by the main motor, a regenerative braking system and a regenerative braking system. The regenerative braking system reduces the braking force by directly reducing the DC power regenerated from the main motor through the inverter to the DC overhead line, or converting it to AC power by a rectifier or PWM converter and reducing it to the AC overhead line through a transformer. appear. Further, in the dynamic braking system, the braking force is generated by consuming the regenerated DC power by the load resistor connected only during braking without returning it to the power source. These two types of braking methods are selected or used in combination depending on the conditions of the power source.

[0006] In recent years, in an electric vehicle in which a plurality of electric vehicles and associated vehicles are combined to form a train, the braking force of the associated vehicles is applied to the regenerative brake of the electric vehicle to promote energy saving and reduce maintenance of brake shoe wear. Is being pursued.

Further, from the viewpoint of energy saving and maintenance reduction of the brake shoe, if the regenerative load on the power source side is not sufficient, switching to the air brake at the same time as the regeneration is expired promotes wear of the brake shoe, which is desirable. Absent. Further, switching to the power generation brake at the same time as the regenerative expiry is undesirable because it wastefully consumes the kinetic energy of the train after the regenerative load condition is recovered. Therefore, even if sufficient regenerative braking force is not obtained, a method to suppress the DC voltage rise and supplement the shortage with the air brake to continue the regenerative braking (light load regenerative control) or the power generated by the regenerative braking according to the regenerative load condition The method of continuously controlling the consumption and continuing the regenerative braking used in combination (reversible regenerative / power generation blending brake) has begun to be adopted.

[0008]

However, when the regenerative load is not sufficient, the above-mentioned light load regenerative control increases the load factor of the air brake, and therefore the effect of reducing the maintenance of the brake shoe can be obtained as expected. It has become clear that it has not been done.

Recently, a phenomenon in which the brake shoe scrapes the wheel due to the adhesion between the brake shoe and the friction surface of the wheel has been verified, and a reduction in maintenance has been regarded as a problem. Similarly, when the regenerative load is not sufficient, the reversible regenerative
In the power-generating blending brake, since the burden rate of the power-generating brake becomes large, there remains a problem that the kinetic energy of the train cannot be effectively used and is consumed.

Further, in planning high-speed and mass-transportation of trains, the burden of electric brakes on electric vehicles is limited even if the adhesion limit between wheels and rails is optimally controlled, because the braking distance is limited. It is essential to use electric brakes for trailers.

Therefore, the present invention has been made in view of such conventional problems, and further promotes energy saving by effectively utilizing the energy consumed by the power-generating brake and reduces the air brake burden rate. It is an object of the present invention to provide an electric vehicle control device capable of reducing the maintenance of brakes and wheels due to, and increasing the total braking force according to the speeding up and mass transportation of trains.

[0012]

In order to achieve the above-mentioned object, the invention according to claim 1 is provided with an electric vehicle equipped with a main electric motor, and a trailing vehicle connected to the electric vehicle and traveling. In an electric vehicle control device for controlling an electric vehicle, an inverter that converts DC power into AC power and supplies AC power to a main motor, and an electric brake conversion device that is connected in parallel to the DC side of the inverter, It is installed in the accompanying vehicle,
An electric brake device that decelerates an accompanying vehicle, and an inverter is controlled to generate regenerative electric power from a main motor according to a braking force command of the electric vehicle, so that the electric vehicle is decelerated and the regenerative electric power is converted by an electric brake conversion device. And a control device for decelerating the trailing vehicle by converting and supplying electric power to the electric brake device.

According to a second aspect of the present invention, there is provided an electric vehicle control device for controlling an electric vehicle including an electric vehicle equipped with a main electric motor and a trailing vehicle connected to the electric vehicle and traveling.
An inverter that converts DC power into AC power and supplies AC power to the main motor, a switching element that is connected in parallel to the DC side of this inverter, and is installed in an accompanying vehicle,
An electric brake device that decelerates the trailing vehicle, a voltage detector that detects the voltage across the terminals of a capacitor connected in parallel to the DC side of the inverter, and a main motor that controls the inverter according to the braking force command of the electric vehicle. An electric vehicle brake control device that decelerates the electric vehicle by generating regenerative power from the electric vehicle, and increases the distribution ratio of the switching elements as the voltage between the terminals of the capacitor increases in response to the braking force command of the electric vehicle. And a trailing vehicle brake control device that decelerates the trailing vehicle by supplying regenerative electric power to the electric braking device.

According to a third aspect of the present invention, in the first or second aspect of the invention, there is provided an air brake control device for compensating for the deceleration shortage of the electric vehicle with respect to the braking force command of the electric vehicle. I will do it.

According to a fourth aspect of the present invention, in the first or second aspect of the present invention, there is provided an air brake control device for compensating for the shortage of deceleration of the trailing vehicle with respect to the braking force command of the electric vehicle. I will do it.

According to a fifth aspect of the invention, in the invention according to any one of the first to fourth aspects, the electric brake device is an eddy current brake device or a rail brake device.

With the above-described structure, the regenerative electric power at the time of braking the electric vehicle can be supplied to the electric brake device of the trailing vehicle, so that the regenerative electric power can be effectively utilized and the air brake burden rate can be reduced.

[0018]

BEST MODE FOR CARRYING OUT THE INVENTION Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. FIG. 1 is a block diagram of an electric vehicle controller showing an embodiment of the present invention. Current collector 3
The AC power taken in is converted into DC power by the AC / DC converter 5 such as a rectifier or a PWM converter via the transformer 4. This DC power is smoothed by the filter capacitor 6 and converted into three-phase AC power by the VVVF inverter 7. The main motor 8 is driven by this three-phase AC power to drive the electric vehicle 1. In the electric vehicle 1 configured in this way, the excessive increase in the DC power regenerated from the main electric motor 8 via the inverter 7 during braking is further converted,
An electric brake conversion device 9 for supplying to an electric brake device 10 such as an eddy current brake device or a rail brake device provided in the trailer vehicle 2 is mounted.

Although not shown, an air brake control system is provided, the inverter 7, the electric brake control device 9, and the like.
The air brake control system is controlled based on a command from the control device 100.

The AC power taken in from the current collector 3 may be mounted on an internal combustion generator to obtain it. FIG. 2 is a block diagram of the control device of FIG. Control device 1
00 includes an electric vehicle brake control device 16, an inverter control device 71, a trailing vehicle brake control device 22, and an electric brake control device 91. When the brake command 11 is transmitted from the master control unit to the electric vehicle brake control device 16, the inverter control device 71, the trailing vehicle brake control device 22, and the electric brake control device 91, at the same time, the braking force command 12 is output from the operation control unit. The information is transmitted to the brake control device 16 and the trailing vehicle brake control device 22.

The electric vehicle brake control device 16 controls the electric vehicle 1
An electric vehicle load signal 14 from a load sensor (not shown) for measuring the load of the vehicle, an electric vehicle speed signal 15 and a braking force command 12 obtained from the rotation speed of the main motor 8 are input, and an electric vehicle brake pattern signal 17 is calculated. And outputs it to the inverter control device 71. The inverter control device 71 is
The inverter 7 is driven based on the electric vehicle brake pattern signal 17, the electric motor 8 is brake-controlled, and the electric braking force is obtained.

Further, the inverter control device 71 uses the electric vehicle speed signal 15, the electric motor current of the electric motor 8 and the DC voltage detector 13.
The electric braking force is calculated based on the voltage of the filter capacitor 6 from and is returned to the electric vehicle brake control device 16 as the electric vehicle brake feedback signal 18.

The electric vehicle brake control device 16 sends the electric vehicle brake pattern signal 17 to the inverter control device 71.
The electric vehicle brake feedback signal 18 is compared to the electric vehicle electric current / pressure conversion valve 19 and the shortage is supplied to the electric vehicle electric / pressure conversion valve 19 so as to be compensated by the air brake.

On the other hand, the trailing vehicle brake control device 22 detects the trailing vehicle load signal 20 from a load sensor (not shown) for measuring the load of the trailing vehicle 2 and, for example, the rotation speed of the trailing vehicle axle, and the trailing vehicle speed obtained therefrom. The signal 21 and the braking force command 12 are input to calculate the accompanying vehicle brake pattern signal 23 and output it to the electric brake control device 91. The electric brake control device 91 uses the accompanying vehicle brake pattern signal 2
The voltage of the filter capacitor 6 from the DC voltage detector 3 and the DC voltage detector 13 controls the electric brake conversion device 9 to control the duty ratio to supply electric power to the electric brake device 10 to obtain the electric braking force.

Further, the electric brake control device 91 includes an exciting current of a coil of the electric brake device 10 and an accompanying vehicle speed signal 21.
The electric braking force is calculated by the following, and the accompanying vehicle brake control device 22 is provided as an accompanying vehicle brake feedback signal 24
Return to

The trailing vehicle brake control device 22 compares the trailing vehicle brake feedback signal 24 with respect to the trailing vehicle brake pattern signal 23 transmitted to the electric brake control device 91, and supplies the shortage to the trailing vehicle electric / pressure conversion valve 25. , Works by supplementing with the air brake.

Although the AC electric vehicle is targeted in FIG. 1, the present invention is not limited to this, and the same applies to a DC electric vehicle that receives power supply from a DC overhead line. Therefore,
FIG. 3 shows a specific main circuit configuration of FIG. 1 for a DC electric vehicle. The DC power taken from the collector 3 passes through the high-speed circuit breaker 26, the high frequency is removed by the inverted L-shaped filter including the filter reactor 27 and the filter capacitor 6, and is given to the positive terminal of the inverter 7. The inverter 7 is a gate turn-off thyristor GTu to G in the figure.
The gate pulse of Tz is controlled by the pulse width modulation method,
The three-phase AC power is generated to drive the electric motor 8.

Now, suppose that the input voltage of the inverter 7 is DC 1500V, the electric motor 8 is driven, the train speed is 120 km / h, the train speed is 120 km / h, the train speed is accelerated, then the power running is turned off. .

Then, the braking force command 12 corresponding to the maximum service brake is transmitted to the electric vehicle brake control device 16 and the trailing vehicle brake control device 22. Based on the braking force command 12, the electric vehicle brake control device 16 is electrically driven. The vehicle brake pattern signal 17 is transmitted to the inverter control device 71, and the associated vehicle brake control device 22 transmits the associated vehicle brake pattern signal 23 to the electric brake control device 91.

The inverter control device 71 controls the gate pulse of the gate turn-off thyristors GTu to GTz forming the inverter 7 by the electric vehicle brake pattern signal 17 to decrease the output frequency while controlling the slip frequency and the motor current. The electric motor 8 is stopped.

The electric motor 8 is given a slip on the negative side, and the polarity of the secondary current on the rotor side, which holds the kinetic energy of the train according to the law of inertia, is reversed and induces it so as to cancel it. Since the primary current on the side is also reversed, the power generator starts to work and kinetic energy is converted into electric energy.

The three-phase AC power generated by the electric motor 8 as a generator is the gate turn-off thyristor G of the inverter 7.
Gate turn-off thyristor GTu ~ while being controlled as a brake current by the gate pulse of Tu ~ GTz
Three-phase full-wave rectification is performed by a freewheeling diode connected in parallel with GTz, and a regenerative voltage exceeding the input voltage DC1500V is generated, which is given to the overhead line via the filter reactor 27, high-speed circuit breaker 26, and current collector 3, and It is supplied to regenerative loads such as auxiliary circuits and other trains that are running in the same power supply section. This regenerative voltage does not increase so much when there is a sufficient load in consideration of the regenerative current flowing into the regenerative load, but in the case of a light load, it increases to secure the brake current.

Therefore, the electric brake control device 91 is shown in FIG.
As shown in FIG. 5, the value of the voltage of the filter capacitor 6 increased by the accompanying vehicle brake pattern signal 23 and the regenerative voltage is received from the DC voltage detector 13, and the gate turn-off thyristor BCH for the brake chopper of the electric brake conversion device 9 is received.
Commutation rate control of gate pulse is started.

That is, when the voltage of the filter capacitor 6 exceeds DC1680V due to the regenerative voltage and is in a regenerative light load state in which the voltage further rises, the conduction ratio of the electric brake conversion device 9 is increased to the coil of the electric brake device 10. By increasing the flowing current and operating the electric brake of the accompanying vehicle, it is possible to suppress an increase in the regenerative voltage and eliminate the light load regenerative state of the electric vehicle while securing the electric braking force of the accompanying vehicle.

The present invention is not limited to the above-described embodiment, and particularly when the effect of reducing the maintenance of the brake shoe and the wheels is emphasized, it is based on the braking force command regardless of the increase of the regenerative voltage. There is also a method of controlling the electric braking force of a trailing vehicle to minimize the air brake load.

[0036]

As described above, according to the present invention,
By supplying the regenerative power generated when the electric vehicle is braked to the electric brake device of the trailing vehicle, it is possible to effectively use the regenerative power and reduce the air brake burden rate.

[Brief description of drawings]

FIG. 1 is a configuration diagram of a control device for an electric vehicle showing an embodiment of the present invention.

FIG. 2 is a configuration diagram of the control device of FIG.

FIG. 3 is a specific configuration diagram of FIG. 1 in a DC electric vehicle.

FIG. 4 is a conceptual diagram regarding flow rate control.

[Explanation of symbols]

 1 Electric Vehicle 2 Accompanying Vehicle 6 Filter Capacitor 7 Inverter 8 Main Motor 9 Electric Brake Converter 10 Electric Brake Device 100 Control Device

Claims (5)

[Claims] 1. An electric vehicle control device for controlling an electric vehicle including an electric vehicle equipped with a main electric motor and a trailing vehicle connected to the electric vehicle and traveling, converting DC power to AC power. An inverter that supplies the AC electric power to the main motor, an electric brake conversion device that is connected in parallel to the DC side of the inverter, an electric brake device that is mounted on the trailing vehicle and decelerates the trailing vehicle, The electric brake is decelerated by controlling the inverter to generate regenerative electric power from the main electric motor according to a braking force command of the vehicle, and the electric regenerative electric power is converted by the electric brake converting device to generate the electric brake. An electric vehicle control device comprising: a control device that decelerates the trailing vehicle by supplying electric power to the device. 2. An electric vehicle control device for controlling an electric vehicle including an electric vehicle equipped with a main electric motor and a trailing vehicle connected to the electric vehicle and traveling, converting DC power to AC power. An inverter that supplies the AC power to the main motor, a switching element that is connected in parallel to the DC side of the inverter, an electric brake device that is mounted on the trailer vehicle and decelerates the trailer vehicle, and a DC of the inverter. A voltage detector that detects the voltage across the terminals of the capacitors connected in parallel to the side, in response to the braking force command of the electric vehicle, by controlling the inverter to generate regenerative power from the main motor, An electric vehicle brake control device for decelerating an electric vehicle, and in accordance with a braking force command of the electric vehicle, as the inter-terminal voltage of the capacitor rises, An electric vehicle control device comprising: an associated vehicle brake control device that increases the distribution ratio of switching elements and supplies the regenerative power to the electric brake device to decelerate the associated vehicle. 3. The electric vehicle control device according to claim 1, further comprising an air brake control device that compensates a deceleration shortage of the electric vehicle with respect to a braking force command of the electric vehicle. Control device. 4. The electric vehicle control device according to claim 1, further comprising an air brake control device that compensates for a deceleration shortage of the trailing vehicle with respect to a braking force command of the electric vehicle. Control device. 5. The electric vehicle control device according to claim 1, wherein the electric brake device is an eddy current brake device or a rail brake device.