JPS5886802A - Controller for electric rolling stock and controlling method thereof - Google Patents

Abstract

PURPOSE:To reduce the abrasion of a brake shoe by controlling regenerative braking and jointly using regenerative braking control and dynamic braking control continuously and reversibly in response to stringing voltage. CONSTITUTION:When power travelling control, a thyristor 9 is at ON, and the slip frequency of induction motors 6 is controlled by means of a three-phase inverter section 4. When a brake command is emitted, the ignition control signals of the thyristor 9 are released, and regenerated at the contact wire side by the loop of the three-phase inverter section 4, a reactor 2, a diode 10 and a high-speed breaker 1. When the voltage of a capacitor 3 reaches set value at that time, a switching element 11 is ignited, and regenerative currents are shunted to a resistor 12. The switching element 11 is arc-extinguished at a point of time when the one sixth cycle period of the output frequency of the three-phase inverter 4 is completed. When the voltage of the capacitor 3 drops, control is shifted to regenerative braking control again.

Description

DETAILED DESCRIPTION OF THE INVENTION (a) Technical Public Funds The present invention relates to an electric vehicle control device that controls an induction motor using a variable voltage/variable frequency inverter (hereinafter abbreviated as VVVP inverter).

(b) Description of Prior Art FIG. 11 shows the main circuit section of an electric vehicle control device that controls a conventional induction motor for driving an electric vehicle using a VVVF inverter.

In Figure 1, 1 is a high-speed breaker for closing and opening the main circuit and for protection in the event of an accident.Reactor 2Capacitor 3 is an input filter circuit configured in an inverted configuration. Voltage detection is provided to prevent harmonic current from flowing into the frame S*! ! ) 8 is provided to detect the voltage of the capacitor 3, and the current detector 5 detects the current of each of the three phases of the induction motor 6 connected in parallel, and each CT
U, CTV.

The induction motor 6 which outputs CTW is a main motor for driving an electric car, and performs slip frequency control by a three-phase inverter section 40 with a variable voltage/variable frequency output. 7 is a pulse generator that drives the parallel-connected induction motor. The rotational speed of each electric motor 6 is detected and outputs PGl and PO2, respectively.

The main circuit of the three-phase inverter section 4 is 8U, SV, and 8W.

Six sets of gate turn-off thyristors (hereinafter abbreviated as GTO thyristors) having self-extinguishing capability, sx, sy, , sz, are connected in antiparallel to the GTO thyristors, respectively. DU, DV, DW, DX, DY, DZ
ICJ: It has an IJ configuration and outputs variable voltage/variable frequency three-phase alternating current using pulse width modulation control, and the pulse width modulation control usually uses a sine wave modulation method.

Figure 2 is a diagram to explain the principle of sine wave modulation.
As shown in figure (a), three-phase pulse train signals (b) e (C), (d
) drives the gate of the three-phase inverter 4.

The variable frequency is obtained by controlling the frequency of the sine wave, and the variable voltage is obtained by controlling the peak value of the sine wave with respect to the triangular wave.

The ratio of the sine wave peak value to the triangular wave peak value is called a modulation rate α, and as the modulation rate increases, the output pulse width becomes thicker and the output voltage increases. The three-phase pulse train signal shown in Figure 2 (
b) e (C) # (d) is U of three-phase inverter 4
, V, and W, and their inverted signals become the gate signals of the H5lGTO thyristors of each phase. From this gate signal waveform,
The operating mode of the inverter is I including the (A) side HII.
If we take the A cycle (T/6 shown in FIG. 2) period, each period can be treated as the same.

FIG. 3 is a block diagram showing the control circuit section of the VVVF inverter, and the rotational frequency calculation section receives the rotational speed detection signal from the pulse generator 7 that detects the rotational speed of the induction motor 6 shown in FIG. P.G.I.

Using PO2, calculate the rotation frequency F which is proportional to the number of rotations of the induction IEm machine. The motor current calculation unit 16 includes 41
A current detection signal CTU from the current detector 5 shown in the figure,
C'ff, CTWf': Yo1,1, IK motive tf
Calculate fiIM. The slip frequency calculation unit 17 adds a constant term F81 uniquely determined by the current command value IC and a transient term F82 given according to the electric tIL command value IC and the current deviation value of the motor area fiIM to obtain the slip frequency F8. Output as .

From the rotational frequency PR and the slip frequency F8 mentioned above, FR+F8. During regenerative braking, the inverter output frequency F is obtained as 1-FS. 18 is a modulation pulse mode calculation unit that calculates a modulation pulse mode N from the inverter output frequency F, and a stage is a modulation pulse mode calculation unit that calculates the modulation pulse mode N from the inverter output frequency F and the voltage EC of the capacitor 3 detected via the voltage detector 8 shown in FIG. This is a variable sl rate calculation unit that calculates AL. Pulse width modulation control s2 of the inverter output frequency F, modulation pulse mode N, and -modulation rate M L calculated above.
D, U phase, V phase at electrical angle 60 [period.

Modulated pulse signals U, V, W of each phase of W phase and electrical angle 60
I for every f! The 71171st pulse is input, and the pulse synthesis circuit 4 is used to generate the
8V, SW.

Outputs sx, sy, and szo gate signals.

In the slip frequency control using the conventional VYVF inverter as described above, the load connected to the overhead wire decreases during regenerative braking control, and the capacitor voltage rises rapidly, leading to dielectric breakdown of the equipment that makes up the main circuit. Immediately turn off the regenerative braking control and close the main circuit with a high-speed breaker.
The system uses a system in which the air brake is released, and then the air brake is applied, and once the air brake is applied,
Continuing at Violet, where the air brakes relax. Therefore, from a state where the load on the overhead line side is reduced, the load condition s! can absorb the power generated by regenerative braking! Even if the brake control returns to 1, the regenerative braking control will not work unless the brakes are turned off and then reapplied, resulting in large brake shoe wear, low roundworm rates, and low energy-saving effects. (C) Purpose of the Invention The present invention has been made in view of the above points, and provides a control device for an electric vehicle in which an electric vehicle is driven by an induction motor and the slip frequency of the induction motor is controlled by a VVVF inverter. During regenerative braking control, regenerative braking and regenerative braking control and dynamic braking control are automatically performed continuously and reversibly depending on the load condition on the overhead line side. To provide an electric vehicle control device and a control method thereof that reduce the number of play shoes and improve the power regeneration rate.

(d) Structure of the Invention The present invention will be described below with reference to the drawings. FIG. 4 shows an implementation of the main circuit section of an electric vehicle control device that controls the slip frequency of an induction motor for driving an electric vehicle according to the present invention using a VVVF inverter. An example was given.

In FIG. 4, 9 is a thyristor, and a reverse conduction switch circuit 15 configured by connecting a diode 10 in antiparallel is connected in series to the reactor 2, and a switching control element 11 having a self-extinguishing function and a resistor are connected in series. Further, a flywheel diode 14 is connected in series with the resistor n to suppress the rush current flowing into the switching control element 11, and a flywheel diode 14 is connected in parallel with the series circuit of the resistor and the reactor 13. The circuit configuration is the same as the conventional circuit configuration shown in Part 1, except that the dynamic braking current control circuit 16 is connected in parallel to the capacitor 3.

The thyristor 9 is ignited when the induced voltage of the induction motor 6 rises during the forward control and the regenerative braking control, and the diode 10 is activated by the switching control element 11 during the braking control.
When the ignition occurs, the current flowing from the overhead wire side is blocked, and the regenerative braking current ■. This is provided to bypass the thyristor 9 and flow out to the overhead wire side.

FIG. 5 is a block diagram showing an embodiment of the control circuit section for controlling the main circuit section of the electric vehicle control device of the present invention shown in FIG. 4, and is shown in FIG. In the block diagram of the conventional control circuit unit shown in FIG. 4, the switching control circuit 11 shown in FIG. is added.

The ignition/extinguishing control circuit 6 performs ignition control based on the voltage level comparator a22 which operates and outputs an output when the voltage EC of the capacitor 3 shown in Fig. 44 reaches a predetermined value or more, the output of the voltage level comparator ρ, and the brake command. AND circuit section of the logic gate that outputs the signal 25a and the pulse width change control section 20
The ignition control circuit 1832 is operated by the synchronization pulse output an or the ignition control signal output 32a, and is composed of an OR circuit section of a logic gate that outputs the extinguishing control signal 25b. A voltage level comparator that operates when the voltage EC of the capacitor 3 is below a predetermined value outputs the output of the voltage level comparator % and a closing command for the high-speed shutoff circuit 1 ()IB) shown in FIG. AND circuit H1 of the logic gate output by the motor current comparator which operates when the motor 'WILfLIM of the output of the motor current calculation section 16 exceeds a predetermined value, the output of the current level comparator box, and the brake. AND circuit 429 of a logic gate that operates and outputs in response to a command, an AND circuit blade of a logic gate that operates and outputs in response to a closing command of the high-speed shutoff device 1 (HB) and an output of the NAND circuit section of the logic gate, and the logic Gate AND circuit 27. It is constituted by an OR circuit 31 of logic gates which is operated by the output of the ignition control signal 32a and outputs an ignition control signal 32a.

(6) Release @0 effect The operation of the present invention will be explained below.

First, when the high-speed shutoff circuit 1 is turned on by a separately provided closing circuit (not shown) during car-row control, the NAND circuit 9 of the logic gate shown in Fig. 5 does not output since there is no brake command. Since it continues, the logic gate AND circuit (9
) is operated by the closing command of the high-speed shutoff device 1 () IB) and the output of the NAND circuit 4 of the logic gate, and outputs the ignition control circuit wI 320 ignition control signal 32m via the OR circuit 31 of the logic gate. Then, the thyristor 9 is ignited, and from then on, the slip frequency of the induction motor 6 is controlled by the VVVF inverter as in the conventional case. In this case, the starting/extinguishing control circuit 50 and starting control band 25a do not output any output.
Ignition control circuit! Since the OR circuit of the logic gate continues to output the extinguishing control signal 46 25b't- by the output 32m, the switching control element 11 will not be activated.

Next, the action during regenerative braking control will be explained.

When the brake command is output and the high-speed shutoff switch l is turned on, the NAND circuit of the logic circuit shown in Fig. 5 continues to output until the motor current IM rises. Times M 30 Gl [Speed breaker 1
() IB) and the output of the NAND circuit 29 of some gates, the OR circuit 3 of the logic gate is output.
The ignition control signal 32aI is outputted via the ignition control signal 32aI to ignite the thyristor 9 shown in the diagram Jl4, and the VVV
The F inverter excites the induction motor 6 by applying a rotating magnetic field while controlling the slip frequency, and changes the motor current IM.
When the current level comparator section is activated, the output of the NAND circuit 4 of the logic circuit is inverted, and the ignition control signal 32m of the thyristor 9 is released. When the induction motor 6 is excited as described above and the voltage of the induction motor 6 rises, the regenerative current flows from the one-conductor motor 6 shown in FIG. The loop of the device 1 causes the thyristor 9 to turn to the overhead wire side, and the thyristor 9 naturally extinguishes.

Hereinafter, the operations of the regenerative braking control and the dynamic braking control will be explained with reference to the operation explanatory diagram shown in FIG. 6. 6th
The waveform of the operation explanatory diagram shown in the figure shows that the modulation pulse mode is the second one.
The display corresponds to the case of the 3-noise mode shown in the figure.

As for the operation mode of the inverter, if we take the 1/6 cycle period of the output frequency of the three-phase inverter 4 as described above, each 1A period can be treated the same, and the operation mode from the three-phase inverter section 4 to the capacitor 3 and reactor 2. The DC side current 11) iV of the three-phase inverter section 4 shown in FIG. 4, which is smoothed through an input filter circuit configured in an inverted configuration and flows as a regenerative current to the overhead line, is shown in FIG. 6(a). As expected, the current will be repeated every IA cycle. During regenerative braking control, if there is a load on the overhead line that is sufficient to consume regenerative power, the voltage -EC of the capacitor 3 shown in the Jl4 diagram is kept almost constant as an average value, and the switching control element 11 is turned off. Not arced. The waveforms of the DC side current 11N of the three-phase inverter 4, the voltage EC of the capacitor 3, and the regenerative current ID in this state are shown in FIG. 6 (Jl) t, respectively.
This is as shown as the regenerative braking period in (b) and (d).

When the load on the overhead wire side decreases, the overhead wire voltage increases accordingly, so the capacitor 30 voltage BC also increases in accordance with the overhead wire voltage. The voltage EC of this capacitor 3 is detected by the voltage detector 8 shown in FIG. If suitable, the fifth
The voltage level comparator n shown in the figure operates and inputs its output to the AND circuit of the logic gate, and the ignition/extinguishing control circuit 6 outputs the ignition control signal 25m to control the switching control element 11. When the switching control element 11 is ignited as described above, the DC side current IIMv of the three-phase inverter section 4 is sent to the dynamic braking current control circuit 16 shown in Fig. 114.
is diverted as Il, and a portion of the electric power generated by the induction motor 6 is dissipated by the resistor 12, thereby preventing the voltage of the capacitor 3 from rising. Furthermore, the switching control element 11 outputs a synchronization pulse s every 60 electrical degrees of the pulse book modulation control unit.
nlζSynchronized output ・The arc extinguishing control signal 25b of the arc extinguishing control circuit 6 causes the arc to be extinguished at the end of the output frequency 01/6 cycle period of the three-phase inverter (-part 4, and in the next Ol/6 cycle period , the voltage BC of the capacitor 3 is a predetermined value FiC (
6'1 ignition does not occur until reaching 6'1 (mix), and the waveform in this state is shown in the period of combined use of regeneration and dynamic braking in FIG.

That’s 11! As explained above, the switching element 11 is turned on at the time 'le'a shown in the diagram wL6 when the voltage EC of the capacitor 3 reaches 10 (max), and the switching element 11 is turned on at the time 'le'a shown in the diagram wL6.
While the arc is extinguished at the end of the IA cycle period of the output frequency "myt", the regenerative current ID decreases by the amount of the current shunted to the resistor $12, the overhead line voltage decreases, and the capacitor 30 voltage and EC also decrease. descend.

If the overhead line IIO load increases, the overhead line voltage will necessarily decrease accordingly, the regenerative current ID will increase, and the voltage EC of the capacitor 3 will also decrease.

The overhead line voltage of electric railways often rises rapidly depending on the load condition of the rolling stock within the same electric section. When the voltage EC reaches a predetermined value 10 (m1n) for normal excitation of the induction electric fist machine 6, the voltage level comparator shown in FIG. The ignition control circuit unit outputs a thyristor 90 ignition control signal 321, and when the thyristor 9 is ignited and the capacitor 3 thyristor 9 is ignited, the ignition control circuit unit outputs 321 to turn on and off. The arc extinguishing control signal 25b of the control circuit δ is output to extinguish the switching control element 11, thereby preventing current from flowing into the dynamic braking current control circuit 16 from the overhead wire.

In the above explanation, the reverse conduction switch circuit is the thyristor 9.
It was shown with the configuration of anti-parallel connection of diode 10 and diode 10,
Even if a reverse conduction type thyristor is used, the effect is exactly the same, and the switching control element 11 is shown to be configured with a switching control element having a self-extinguishing function such as a gate turn-off and futhyristor. Even if a thyristor circuit with an arc circuit is used, the effect is exactly the same.

(f) As described in detail, according to the electric vehicle control device and control method of the present invention, if a retreat brake control command is issued, during regenerative braking control, according to the load state of the rack S*, Automatically performs both regenerative braking control and regenerative braking control continuously and reversibly, without causing dielectric breakdown of the equipment that makes up the main circuit and without wearing out the brake shoes.
Since power regeneration control can also be maximized, the power consumption rate can also be increased, making it possible to save energy.

[Brief explanation of drawings]

Fig. 1 shows the main circuit section of a conventional electric vehicle control device, Fig. 2 shows a theory of the operating principle shown in Fig. 1, and Fig. 3 shows a block diagram of the control circuit section shown in Fig. 1. ) The main circuit section of the electric vehicle control device, $1 s It is a block diagram of the control circuit used for s4go control, and Figure 6 is the operation of Figure 4 and Figure 5! Man figure. 9...Sirisk 10...Diode 11...Switching control element...Resistor Takumi...Reverse conduction switch circuit 16...Generative braking current control circuit (7317) M patent attorney Noriyoshi Norichika Yu (and 1 other person) 1 Figure 5 Figure 6

Claims (4)

[Claims] (1) An electric vehicle is driven by a ml conductive motor, and the slip frequency of the induction motor is controlled by a variable voltage/variable frequency inverter having an input filter circuit configured in an inverted manner using a reactor and a capacitor using direct current as a power source. The electric vehicle control device also includes a reverse conduction switch circuit connected in series with the reactor, and a dynamic braking current control circuit connected in series with a switching control element having an arc extinguishing function and a resistor in parallel with the capacitor. An electric vehicle control device characterized by: (2) The electric vehicle control device according to claim 1, wherein the reverse conduction switch circuit is constructed by connecting a thyristor and a diode in antiparallel, or is constructed by a reverse conduction thyristor. (3) An electric vehicle control device according to claim M1, characterized in that a gate turn-off thyristor or a thyristor having an arc-extinguishing circuit is used as a switching control element having an arc-extinguishing function. (4) Electric sound is driven by a ml conductive motor, and the induction motor is controlled by a slip frequency using a direct current as a power source and a variable pressure/variable frequency inverter having an input filter circuit configured in an inverted manner with a reactor and a capacitor. The electric vehicle control device includes a reverse conduction switch circuit connected in series with the reactor, and a dynamic braking current control circuit configured by connecting in series a switching control element having an i-tension function and a resistor connected in parallel with the capacitor. The reverse conduction switch circuit is made conductive when the induced voltage O of the induction motor is started up during power control and regenerative braking control, and the voltage of the capacitor exceeds a predetermined value during regenerative braking control. When the switching control element is turned on, the switching control element is turned off every IA period of the output frequency of the variable voltage/variable frequency inverter, and regenerative braking control and dynamic braking control are used together. A control method for a featured electric vehicle control device.