JPS59216403A - Controller of electric railcar - Google Patents

Abstract

PURPOSE:To eliminate a brake force difference of the case of converting a regenerative brake to a generating brake by reducing a conduction rate at the regenerative load failure time and switching to the generating brake when becoming the prescribed state. CONSTITUTION:A comparison amplifier 12 control the conduction rate (gamma) of a chopper CH in response to a deviation between a regenerative brake force signal from a speed-brake force pattern circuit 10 for a regenerative brake and a torque signal from a torque detector 11. A comparison amplifier 15 control a field current in response to a deviation between a field current pattern and a field current If. When an overvoltage detector 17 detects a regenerative load failure by both terminal voltage EC of a filter capacitor CF, the conduction rate (gamma) is reduced by a current limiter 22 so as to become the current conduction calculated by a motor current IM0 and a motor voltage EM at that time. When the rate (gamma) becomes the prescribed state, a detector 23 operates to turn ON a generating brake thyristor BTH.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a control device for an electric vehicle, and more particularly to a control device for an electric vehicle capable of switching from regenerative braking to generation braking.

There is a conventional control device for general electric vehicles that is used as a DC motor or a shunt motor and is capable of switching between regenerative braking and generation braking, as shown in FIG. Figure 1 (a
) indicates the armature circuit of the control device of such an electric vehicle, and the first
Figure (b) shows the field circuit. In Figure 1, P
Hanokuntagraph, LF is the filter reactor, CF is the filter capacitor, A is the traction motor armature, MSL is the main smoothing reactor, F is the traction motor field winding, CH is the chotsunoku mounting, DF is the free-wheeling diode, BTH is the BR is a power generating brake resistance, E is an AC power source, and TH, ~, is a power risk.

In this system, the armature circuit shown in FIG. 1(a) is provided with a series circuit of a power generation brake thyrisk BTH and a power generation brake resistor BR in parallel with the chopper device CH. On the other hand, the field circuit shown in FIG. 1(b) controls the field current generator by subjecting the AC power source E to sirisk phase control.

In this circuit, when using a restraining brake, the second
The dynamic braking characteristics shown in Fig. 2(a) and the regenerative braking characteristics shown in Fig. 2(b) generally have different speed vs. braking force characteristics with respect to the same chopper conductivity γ and the same field current. .

Therefore, for example, as shown in FIG. 3, chopper flow rate γ=
0. ．． 3. If=! If the regenerative brake control characteristic of θθA (the third characteristic from the right in Figure 1 (b)) is balanced at point A, and the regenerative brake is switched to due to the expiration of the regenerative load, the regenerative brake control characteristic will remain unchanged (constant speed). , Turn off the chopper device CH, Cyrisk BTH for power generation brake
If the switch is switched by turning it on, it will reach point B instantaneously, causing a thick buoyant shock and, in some cases, causing an overcurrent.

Therefore, an object of the present invention is to eliminate as much as possible the difference in braking force when switching from regenerative braking to power generation braking in such a holding brake (1).

As a technical means for achieving the object of the present invention, the control device for an electric vehicle according to the present invention includes at least one armature circuit for a DC motor, and a short circuit that can individually control the current flow rate of the armature circuit. A power generation brake circuit connected in series with a power generation brake thyristor and a power generation brake resistor connected in parallel to the chopper device, and a field winding of at least one motor are all connected in series. In electric raid and vehicle control equipment that includes a field circuit that can be connected and controlled all at once: Overvoltage detection device R that detects a decrease in regenerative load from the filter capacitor voltage: A memory device for storing; a value obtained by subtracting from the motor voltage the product of the stored motor current and the resistance value of the armature resistance and the resistance value of the main smoothing reactor; the resistance value of the dynamic braking resistor; A current limiter that reduces the conduction rate of the chopper device by using a value obtained by subtracting the quotient of the product with the motor current from / as a reference value and using the conduction rate as a feedback amount; A detection device for detecting a predetermined state in which the sum of the sum and a constant is lowered; and when the predetermined state detection device detects the predetermined state, the power generation brake circuit is switched on by turning on the power generation brake circuit. It has the following configuration.

Hereinafter, the present invention will be explained along with preferred embodiments of the present invention.

FIG. 1 is an embodiment of a control block diagram of the present invention. In the figure, io inputs a restraining brake notch command signal and an electric vehicle speed signal and generates a conduction rate signal corresponding to a desired regenerative braking force corresponding to the speed. circuit, // is motor current 1
A torque detector 12 detects the torque at this time by inputting M and field current, and outputs each output signal from the pattern circuit /θ and the torque detector // in regenerative brake mode. a comparison amplification circuit that inputs the inputs to the non-inverting input terminal and the inverting input terminal, compares the signals, and amplifies the difference;
3 is connected to the comparison amplifier circuit 12, and as a result of comparing the desired braking force with the current braking force (torque) in circuit/2, if there is a difference between the two, the chopper device CHO conductivity γ is controlled to obtain the desired braking force. This is a phase shifter to approximate the braking force.

/Hiro is a circuit that inputs a restraining brake notch command signal and generates a corresponding field current pattern signal, is is a desired field current signal from circuit lt and the current field current I
Comparison amplifier circuit that compares f and amplifies the difference between m and lt
is the circuit/according to the difference signal from the left, Cyrisk TH, ~,
This is a phase shifter that generates a desired field current by controlling the firing angle α.

With such a partial configuration in Fig. 2, a certain speed control brake notch command (in the case of Fig. 3, 3 notch command) is issued, and based on the speed signal, regeneration with the characteristics shown in Fig. 2 (b) is performed. Brake speed-brake cover turn circuit IO output;
The conduction rate γ of the chopper CH is controlled by the output of the torque detector/I via the comparison amplifier circuit/I and the phase shifter 13, and the field pattern circuit 2+ (/notch in the example of Fig. 1 (b)) is controlled. 3ooA at λ, and kOoA at λ~3 notches) and the field current f, the current conduction rate r of the sirisk TH,~7 is obtained through the comparison amplifier circuit IS and the phase shifter 16.
is controlled. In the example shown in FIG. 3, a 3-notch holding brake command is issued, and the conduction rate γ-θ3. Field current If=
j 00 A regenerative brake control is delayed from line l (
Figure 3, point A).

Next, we will explain the circuit configuration for switching to the generated brake poison mode in the figure. 7 and is connected to the motor electrician.

The memory device that stores the motor current IM& when overvoltage due to regeneration failure is detected by inputting , /9 is IMil stored in the memory device /g) is multiplied by the resistance value R of the dynamic braking resistor BH. The amplifier circuit 20 has a resistance value R0 obtained by adding the resistance value of the smooth sliding axle to the armature resistance by jxl,
The amplifier circuit 21 multiplies the stored IMυ by inputting the value obtained by subtracting the output R8IM of the amplifier circuit 20 from the motor voltage EM, and dividing this by the output signal R・1M6 of the amplifier circuit/9 (EM RaIuo )/R-IM, 2.2 is a divider that outputs the conduction rate γ signal and the divider output (Ey
R□IMo) / R-IMo is subtracted from / (
KM RoIM, )/R4M, sends a signal to the comparison amplifier circuit so that the signals become equal, and then outputs the signal to the torque detector/
Chopper device C along with the actual brake force signal from l.
A current limiter that works to control the HO conduction rate, Co3, receives the conduction rate γ signal from the comparison amplifier circuit/2 and the above signal (
/ (EM-Ro IM.)/R4M,) and both are γ≦/ (EM-Ro 1M6) /R・ENGM. + A predetermined state detection device that detects when the following relationship has been reached and turns on the thyristor BTH for the dynamic brake; This is a minimum conduction rate γmin detection device that detects that the current limiter 2.2 has changed and sends a signal to the comparison amplifier circuit/S together with the output signal from the current limiter 2.2.

In this configuration, when switching from regenerative braking to generation braking, the motor voltage is 8M1 and the current is 1. Considering, in the dynamic braking mode, FM=R(/-γ) I. + Rol.

holds true.

If we calculate the conduction rate γ signal from the above formula, R-IM.

can be obtained.

That is, the voltage E across the filter capacitor CF due to deactivation of the regenerative load. rises, the motor current flows to the chopper device CH for an average of 110 minutes for a short period of time until the transition to dynamic braking mode (when the chopper is on).
, (l-γ)I8 flows through the diode DF and the filter capacitor CF (when the chopper is off).

Therefore, assuming that the average current (l-γ) IM flows through the dynamic brake resistor BR, the phase between the voltage R(/-r)IM and R8IM across the resistor BR is equal to the motor voltage FM. That's fine.

Therefore, the overvoltage detection device/7 indicates that the regenerative load has expired.

motor current engineer M when detecting the increase in

After storing in the memory device/g, the resistance value R of the resistor BR
Amplify the motor voltage EM by R8IMO and divide it by RIM, quotient (EM-RoIMO)/■(
・Engineering M. The current limiter 22 inputs the negative polarity to the comparison amplifier circuit 7.2 so that the value obtained by subtracting 1 from l becomes equal to the conduction rate γ signal, so that the conduction rate γ decreases.

In the example shown in Fig. 3, if the current limiter 2.2 is used to set the conduction rate γ from 03 to the minimum side, switching to the generating brake motor will occur at the predetermined state B (γ/-A point). .

Here, the reason why the small constant ε is included in the detection device 23 is to ensure that the detection device 23 operates within a practically acceptable range even if the control by the current limiter here is somewhat unbalanced.

In addition, the predetermined state (γ≦l-(FM-Ro・Engine M.)/R・
I.M.

+ε), there are cases where this can be achieved simply by reducing the conduction rate γ, but there are also cases where this cannot be achieved simply by minimizing the conduction rate γ, so in that case, the γmin detection The device detects that the conduction rate γ has reached a minimum of 1 in the device 2&, and inputs the output of the current limiter 2.2 to the comparison amplifier circuit IS to lower the field current and achieve the above predetermined state. I can do it.

Furthermore, the present invention is not limited to the circuit shown in FIG. 1, but can be applied to cases where the armature circuit has co-phase or more. Furthermore, it is also applicable to a shunt-wound motor (including separately excited control of a series-wound motor) or a compound-wound motor. As the current control method of the field circuit, chopper control, phase control using a thyristor bridge, and phase control using a mixed bridge including diodes can be applied.

Further, the phase-controlled AC power source may be a high power source or a multiphase power source having three or more phases.

As described above, the present invention has the advantage that even when switching to electric generation braking due to r'f regeneration failure, there is no difference in braking force, and driving with good riding comfort can be achieved.

[Brief explanation of the drawing]

Figures 1 (a) and (b) are main circuit diagrams of a general 1R electric vehicle combined with the control device of the present invention, and Figures 2 (al and (b) are in the dynamic braking mode and regenerative braking mode, respectively. Figure 3 is a speed vs. brake force characteristic curve diagram to explain that the brake force varies when switching from regenerative braking to generation braking, and Figures f and y are diagrams showing the characteristics of the present invention. It is a block diagram showing a preferred embodiment of a control device for an electric vehicle according to the following. A: armature, CH: chopper device, BTH: thyristor for power generation brake, BR: resistor for power generation brake, F...Field winding, /3...Phase shifter, /7...Overvoltage detection device, 7g...Memory device, /9.O...Amplification circuit, al...Divider, 22... Current limiter 1.23...
Predetermined state detection device. In each figure, the same reference numerals indicate the same or corresponding parts. Agent Masu Oiwa Yuhei 1 figure p Homura 3 figure Homura 2 figure Distance velocity ``Procedural amendment ``Spontaneous'' Commissioner of the Japan Patent Office 1, Indication of case Patent application Sho 3s - Takoku 3 Ko No. 2, Title of invention Electricity Vehicle control device 3, to Hitoshi Katayama, the representative of the Ministry who makes the corrections (1) Column for detailed explanation of the invention in the specification - Pa°゛・, ,゛′・“゛), ・-)T Formula 〆I ＼ B Details of the amendment (1) “Detection” in the 12th line of page 7 of the 4-layer 1-even is corrected to “detection”. (2) “Shikara” in the first page of the same page, “Shikaru”
and correct it. (3) “Brake motor” on page 10, line 27
is corrected as "brake mode J.

Claims (1)

[Claims] (1) At least one armature circuit for a DC motor, a chopper device that can individually control the conduction rate of the armature circuit, a syrisk for a dynamic brake and a resistor for a dynamic brake connected in parallel to the chopper device. In a control device for an electric vehicle that includes a dynamic brake circuit connected in series with a power generating brake circuit and The value obtained by subtracting the product of the motor current and the resistance value of the armature resistance and the resistance value of the main flat sliding axle from the motor voltage, and the product of the resistance value of the dynamic brake resistor and the motor current. A current limiter that reduces the conduction rate of the chopper device by using a value obtained by subtracting the quotient from l as a reference value and using the conduction rate as a feedback amount; and when the conduction rate is less than or equal to the sum of the value and a small positive constant. A control device for an electric vehicle, comprising: a detection device for detecting a predetermined state in which the predetermined state has occurred, and the control device for an electric vehicle is characterized in that when the predetermined state detection device detects the predetermined state, the power generation brake cyrisk is turned on to switch to the power generation brake circuit.