JPS5928807A - Control device for electric motor coach - Google Patents

Abstract

PURPOSE:To reduce the size of a control device by placing a plurality of shunt DC motors connected in series with each other in an electric motor coach which has a plurality of trucks and providing series field coils of the prescribed small turns in series with the plurality of motors to control the current flow rate of a voltage terminal. CONSTITUTION:Shunt DC motors M1-M4 and M5-M8 are respectively placed in individual trucks respectively in the same vehicle, and connected in series with each other. Series field coils SF1-SF4 and SF5-SF8 of the prescribed small turns are respectively connected in series with each other, and the current flow rate is controlled by chopper controllers 1a, 1b. Shung field coils F1-F4 and F5-F8 are connected in series with each other, the coils F1-F4 of the motors M1-M4 are energized by a rouge of an field chopper unit FTh2 from an inverter RV1(2) under the control of the current flow rate of the field chopper unit (FTh)1 as designated by an arrow A, series characteristics are obtained at the power drive time, and the motors M5-M8 are similarly controlled. Regenerative power brake can also be performed. In this manner, the control device can be reduced in size.

Description

[Detailed description of the invention] The present invention relates to a control device for an electric vehicle.

In the H1 control system for electric cars, a method in which a DC series-wound motor is controlled by an armature chopper control device as the main motor of the electric car has been widely adopted, but in recent years, DC shunt-wound motors have been widely used. lT, used as the main motor of a steam train (
There is a direction for lJi. This is because the shunt-winding characteristic of the traction motor provides advantages such as high adhesion characteristics and the ability to expand the power regenerative braking area, but on the other hand, it has the following disadvantages.

(1) If there is a difference in the wheel diameter of the electric vehicle, a large difference will occur in the torque sharing of each main motor. This can be easily understood from the fact that the speed-torque characteristic of the shunt motor is vertical.

Generally, the difference in wheel diameter of electric cars is 6 to 10 within the same bogie.
The difference in wheel diameter within the same bogie is controlled within the range of approximately 1.0 m, and within the same vehicle, within a range of approximately 13 cm. However, when a shunt motor is used as the main motor, the difference in wheel diameter within the same bogie can be further reduced. Must be strictly managed.

(, 2) In the case of the so-called G motor control system, in which the three main motors of the TIY Consul are controlled by the /Mi chopper control device, the difference in wheel diameter between vehicles is not regulated, so When applying a fli dlil+ machine, it is difficult to control the imbalance in torque sharing.

Fig. 1 is a circuit diagram of a chopper l1li control system using a conventional shunt motor as the main motor. !IiI+ machine M/,, heavy terminal pressure!l
It controls the speed of the consul in the air.

λ is a power contactor, which is closed during power flow and opened during power regenerative braking. Main type 5'lJI 42)
M, ~Mq shunt field windings F/ and F2 and FJ
and Fy are controlled by separate field chopper controllers 3 and V, respectively, and give direct current series winding characteristics when running.
The 111 machine electric 6iC and the field current are proportionally controlled.

S is a freewheeling diode, and when the contactor 2 is opened during power regeneration braking, regenerative energy is regenerated to the power source side through the brake diode 6.

Furthermore, 7 indicates a main filter reactor, 1 indicates a filter capacitor, 1 indicates a main fuse, and 10 indicates a main flat-sliding axle.

Volume “+4j” in Figure 1: fiJJ machine My and IA, 2
is the traction motor in one bogie, and MJ and M+1 are the traction motors in other bogies in the same vehicle, but with this control method, one vehicle can control seven sets of traction motors. It is difficult to control the chopper control device using the chopper control device because the difference in torque sharing between the main electric motors becomes large due to the problem of the wheel diameter difference mentioned above. To explain this relationship in Figure 3, the broken line 7 perpendicular to the horizontal axis (speed) shows the speed characteristics of the seven shunt traction motors, and the broken line y' shows the speed characteristics of the other seven shunt traction motors. This difference appears due to differences in wheel diameters, differences in main motor characteristics, etc. Now, even if the control characteristic of the shunt-wound traction motor is a series-wound characteristic as shown by the curve V-T, the torque characteristics of each shunt-wound traction motor are shunt-wound characteristics, and are as shown by the broken lines y and y'. Therefore, when looking at the consul's speed Nt in 1, the shared torque of the shunt main motor with respect to characteristic X' is 700%, and the shared torque of the shunt main motor with characteristic y' is zero.

Therefore, the torque difference may be as extreme as ΔTi.

The present invention aims to eliminate the drawbacks of the conventional devices listed in 112.
, C is the first thing, and in the present invention, to put it simply, the electric (
Se!・Set up a series field winding with a predetermined small number of turns in the child and M rows to create a slight slope characteristic in the speed-torque characteristic of the shunt-wound traction motor.
By doing so, the above drawbacks are resolved.

Hereinafter, the present invention will be described in detail with reference to its preferred embodiments.
<Explanation, Akashi.

In the present invention, in order to increase the slope of the speed-torque characteristics of the Fr1i motor to the extent that the characteristics of the shunt-wound motor can tolerate the wheel diameter difference, the series-wound field @line SF/% 5Fff is set as shown in the figure. Provided, shunt field winding p/~F and Ft-'
p"t is / jlj main 1 (electric (by making it controllable for each V unit, 7 sets of 2-phase/heavy chopper control devices, air, air) r, , 2 cars) It is possible to control the traction motor of the g series), and it also has a quick re-adhesive property.
It provides a consular control device for the vehicle.

In the figure /a and /b are chopper control device 1.2a
and 2b are row contactors, 5a and tb are freewheeling diodes, 6a and 6b are brake diodes, RV/ and RVj are reversers 1.20, and U/ is a high speed breaker 1.2.2 is a charging 4! (antigen, FTh/~FT
h is a field chopper device, 23 to +2 is a field freewheeling diode, and RV/1 F is a reversing device RV/or RV, which closes when moving forward, and the contacts of RV and 2 operate simultaneously, so they are all shown together. , RV/i is the contact point of the reversing device RV/or RVu that closes when reversing (they are shown together because they operate simultaneously). In addition, in the figure, chopper control system fPJ, /a, row contactor, 2a1 freewheeling diode ja, and brake diode Aa
is related to one of the two vehicles, and each has the same functions as the chopper control device/, the contactor, the freewheeling diode S, and the brake diode 6 shown in the figure. This includes the other vehicle's chopper control device f/b, row contactor, 2b
The same applies to the 1 free-boiling diode 5b and the brake diode 4bK.

In operation, the main motor armature M/-M when moving
l and M! r %), the terminal voltage of A I is
Separate chopper flt controllers /a and /b respectively
The conduction rate can be controlled continuously. When the high-speed breaker, 20, the contactor, 2a and - are closed,
In the power running type 5 flow, the chopper control device /a is set to 1.
2a-M/~M4'-RV/-8F/~SF+'-
A current flows through the path RVt-/a, and then the chopper control device/a is non-oil? During the 1st period, IJ i~
M l -RV / -SF / -8F Ll-RV
Current flows through the paths /-, ta-, and 2a. Therefore, on the current + side of the chopper control device/a, the terminal voltage of the main type mh l good, the terminal voltage of the main type M/-Mu and the average value of the electronic Mlffl are continuously controlled. .

This also applies to the armature of the other vehicle), ita~ME.

Is the main motor 1 M/~M4' shunt field winding F/=FI the field? RV by controlling the flow rate of a chopper device FTh/
It is excited (+n) along the path (toward the solid arrow) of z (turbidity F −F / ~ F dar FTh), and when the motor is running, the N retainer current of the main motor and the shunt field current are proportionally controlled to obtain Ishinomaki characteristics. The main armature Mt-Mz is controlled in the same way.The reversal of the direct winding field of the main motor M/-M?117 pure SF/~SFge and the shunt field winding F/□F? Reversing device F (performed by V/ and RVj) If the positive direction of the shunt field current is the solid line current direction (8, R), the reverse direction is the broken line 41. Current direction (C, D) and block. Fru.

During power regenerative braking, the shunt field winding is excited by controlling the current flow rate of the field chopper, reducing the power of the traction motor.
The slave voltage is raised and the armature 11 performs flow regeneration. For the armature M/~ILF of one vehicle, during the passage of the armature chopper device/a, the current is M/~
M+'-RV/-8F/~5F4I-RV/-/a-2
The armature current is raised in the closed circuit of /-Aa-M/~Me. During the non-current period of the armature chopper device/a, the regenerative current is regenerated to the power supply side through the next circuit.

Ground (rail) −, 2/ −4a −M/ ~kl−
RV/-8F/~SFp RV/-! ra-20-7
9-Power source ff14FJ child Mg~MrO regeneration operation of the other vehicle is also regenerated with electric power under similar control.

Main motor armature M/-M u and M! ~Ml is a series field winding with a small number of turns SFt~SFF and S F , t
~ SFt is inserted first, so as shown in Figure 3, the motive Te1! The torque-torque characteristics, like X and Y, vary somewhat. Now, due to the difference in wheel diameter of any platform 111 in the same vehicle, the main electric motor! One main electric vehicle that includes samurai gender differences! F. Gender is first.
If Io of curve X and y in Figure 7 is <, and the variation is k),
At both small and low speeds Ire' The ratio of the balance ΔT to the total torque T can be controlled to be about 10% lower. ) Lord of both? lj motive can be controlled by seven sets of choppers lt+control device jf. The slope of the speed-torque characteristic curve x+y shown in FIG. 3 can be freely set to R'J' by changing the number of turns of the series field windings S F' to S11 with a small number of turns shown in FIG.

In Fig. 7, the tensile force (torque) of the electric vehicle /
The limit 1 time curve of the adhesion coefficient between the rail surface and the driving wheels defined by 1 (1 + weight) is shown by μ, but the characteristic curve V-T for Ishinomaki electric motors shows that when the wheel speed increases due to slipping, the adhesion decreases. Although the limit μ is exceeded and the main motor is idling more and more, the main motor related to the slope characteristics x and y is idling and the speed increases, the torque of the main cylinder and the motor immediately becomes less than the adhesion limit μ,
It can be seen that it re-adhesively. This is almost equivalent to the readhesion characteristic of a fully shunted motor.

As is clear from the wisdom and light above, according to the present invention, the difference in diameter of the normal wheels of the traction motor for two electric cars can be reduced to W.
"However, it can be controlled by seven sets of chopper control devices, so if evaluated as a train formation, it is possible to achieve a smaller and lighter control device.Furthermore, the speed inherent to the traction motor... Since the torque characteristics are steep 9, the re-adhesion characteristics of the electric car can exhibit excellent effects similar to those of the electric car 4M.In addition, the present invention It can also be applied as a control rack [d].

[Brief explanation of the drawing]

Figure 1 is a main circuit diagram of a conventional electric vehicle control system in which a chopper control device controls a main electric motor mounted on a vehicle or a stand. The main circuit diagram of the control device of an electric vehicle equipped with a separate main motor, and the third
Is the diagram the conventional and inventive electric city system? FIG. 2 is a graph diagram showing the speed-torque characteristics of the electric motor in the 1III device. M/~Mff...Armature, F/~Ft...Shunt field winding, SF? -8Fff -・Series field @ wire, /a, /b
...Chopper control device, FTh/%FTb4...Field chopper device 1ffi. In the drawings, the same reference numerals indicate the same or corresponding parts. Agent Shin Kuzuno −

Claims (1)

[Claims] (1) Consisting of a plurality of vehicles each carrying a plurality of shunt DC motors connected in series, 1 is a control system fR for a steam train, which is connected in series with the plurality of shunt DC motors. The chopper comprises a series body of a predetermined number of turns of a series field winding and a chopper control device; and a field chopper control device that controls a plurality of shunt field windings corresponding to the plurality of units. A control device for an electric vehicle, characterized in that a control device is combined to control the conductivity of the terminal voltage of the series field winding. (,2) V units of the shunt-wound DC motors are connected in series in a vehicle, and - T units of the shunt-wound DC motors are controlled by the pair of chopper control devices in the vehicle. Control device for the electric vehicle described.