JPS5947923B2 - Electric car power generation brake device - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to an improvement in a dynamic braking device for an electric vehicle having a plurality of compound motors.

Conventionally, a series-wound motor is generally used as the main motor of an electric car with a regenerative brake, but a compound-wound motor is used with an electric car with a regenerative brake.

・There are electric vehicles that use a compound motor and are capable of generating braking in addition to regenerative braking.

FIG. 1 is a connection diagram of the main circuit of an electric vehicle equipped with a compound motor, which enables not only regenerative braking but also dynamic braking.

The apparatus shown in FIG. 1 does not perform so-called parallel series control of four rows.

The present invention aims to provide a device that enables dynamic braking without adding a large main circuit switching device in an electric vehicle equipped with a compound motor that performs series-parallel control of four rows.

FIG. 2 is a main circuit connection diagram showing this embodiment.

FIG. 8 is a diagram showing the operating sequence of the resistive shorting contactor of FIG. 2.

FIG. 4 is a diagram showing the characteristics of a compound motor.

First, a conventional device will be explained with reference to FIG.

In the figure, 1 is a current collector, 2 is a current interrupter, 8 and 4 are starting resistors, and 5
A to 5C are the series field and armature of the first electric motor.

Shunt fields 1i&-16A to 6C are direct winding fields of the second electric motor.

7 is a shunt field current regulator (hereinafter referred to as a regulator), 8 is a brake contactor, IA is the armature current, and IS is the shunt field current.

The armature current IA differs slightly between the first and second motors due to differences in characteristics between the first and second motors, wheel diameters not shown in the diagram, etc., but normally Since it is safe to assume that they are the same, they are indicated by the common symbol IA.

After the start interrupter 2 closes, the shunt field current IS is adjusted by the regulator 7.
On the other hand, the starting resistors 3 and 4 are sequentially short-circuited by a camshaft contactor (not shown), etc., and the armature current IA is accelerated at a substantially constant rate, and finally the starting resistors 8 and 4 are completely short-circuited. .

Figure 4 shows the speed characteristics of the motor after the starting resistors 3 and 4 are short-circuited, and the relationship between the armature current and speed when the contact line voltage is constant is expressed using the shunt field current IS as a parameter. There is.

For example, at speed SO, when the shunt field current IS is small and the motor is accelerating, the armature current IA flows into the motor as shown by the solid line in Figure 1, and the series field and shunt field are the sum. It is moving.

In Fig. 4, at the same speed of SO, the shunt field current IS is
When the shunt field current Is is increased to the middle, the armature current IA becomes exactly zero, and when the shunt field current Is is further increased, the armature current IA enters the area indicated by the dotted line, and in Fig. 1, the armature current iA becomes like the dotted line. , a regenerative braking state occurs.

At this time, the electric motor is acting as a differential double-wound generator.

When a compound motor is used in this way, it is possible to switch from power to brake by controlling the shunt field current Is, and it is possible to provide the advantage that there is no need to switch the main circuit during this switching.

However, if the regenerative load is insufficient, it is necessary to flow a regenerative current commensurate with the required braking force, make up for the shortage with the air brake, or give up on the regenerative braking and switch to the air brake.

Air brakes consume the brake shoes, so avoid using them as much as possible.When a sufficient regenerative load cannot be expected, turn off the current interrupter 2 and instead use the starting resistors 3 and 4 as a dynamic braking load. A contactor 8 is added for circuit configuration.

Armature current I when the current interrupter 2 is opened and the contactor 8 is closed
The AO direction is as shown by the dotted line in Figure 1, and the motor is a differential double-wound generator as in the case of regeneration.

At this time, unlike during regenerative braking, the voltage generated by the motor does not need to be equal to the overhead line voltage.

All of the starting resistors 3 and 4 are used, or some of them are short-circuited and the rest are used.

Since the shunt field current IS can be controlled by the regulator 1, there is no need for multi-stage resistance control unlike in a dynamic brake system using a series motor, and the resistance of the resistor as a brake load is controlled over a wide speed range. By keeping the value constant, constant braking force characteristics can be obtained by adjusting the shunt field current Is.

The present invention aims to provide an economical and high-performance device for electric vehicles that performs series-parallel control by taking advantage of the features of compound motors found in conventional devices.

Embodiments of the present invention will be described below with reference to FIGS. 2 to 4.

In FIG. 2, the same symbols as in FIG. 1 are the same devices as in FIG. 1.

The equipment symbols that appear only in Figure 2 indicate the following.

9 is a series contactor for series-parallel control, 10 and 11 are parallel contactors, and 12A to 12D and 13A to 13D are contactors for short circuit control of starting resistors 3 and 4, and the operating order is the 8th one.
As shown in the figure.

In Fig. 3, 12A to 12D and 13A to 13D are the second
Contactors with the same symbols in the figure are shown, and (1)-48) corresponds to the rotational position in the camshaft controller, for example.

The diagonally shaded band indicates at which position among positions (1) to (8) the contactors 2A to 12D and 13A to 13D are inserted.

In FIG. 2, when the electric vehicle is started, the series contactor 9 and the current interrupter 2 are closed, but prior to this, the resistance values of the resistors 3 and 4 are maximized.

That is, the closed/opened state of the contactors 12A to 12D and 13A to 13D is in the position shown in FIG. 3 (1).

The shunt field current IS is controlled by the regulator 7 as in the case of FIG.

After that, the contactors 12A to 12D and 13A to 13D change to the states shown in FIG. Field 5A
, □A, and armatures 5B and 6B are connected in series.

After the parallel contactors 10 and 11 close in the parallel arrangement shown in Fig. 3 (5), the series contactor 9 opens and the bridging is completed.
L(c) changes to (8), and at (8) the entire resistance becomes short-circuited again.

Thereafter, the shunt field current IS is gradually weakened to perform further acceleration control.

If the shunt field current is strengthened again in this state, a regenerative braking state will occur, as in the case of FIG. 1.

When performing dynamic braking, the current interrupter 2 is opened and the parallel contactors 10 and 11 and the series contactor 9 are closed.

A starting resistor 3.4 is used as a brake load resistor.

If the contactor 9t 1O511 is closed in the state shown in Fig. 3 (1), the starting resistors 3 and 4 will be connected in series as a common brake load resistor for the two parallel groups of the first and second motors. connected.

If the contactors 9 and 1Otll are closed in the state shown in Fig. 3 (5), the starting resistor 4 becomes a load resistance for the direct winding field 5A and armature 5B of the first motor, and The starting resistor 3 serves as a load resistance for the winding field 6A and armature 6B.
The two groups of first and second motors are connected in series.

In order to short-circuit a part of the starting resistor for both of the above two connection methods, the first connection method is shown in Figure 3 (2).
or (3), or (5) or (6) in the second connection method.
It can also be in the state of

In the case of the first connection, the contactors 9 and 1 are connected in the state shown in (1) in Figure 3.
After closing 0.11, short circuit part of the resistor (2
) or (8) or change) or (
It is optional whether the contactors 9, 10, and 11 are closed in the state of 3).

Also, whether the two groups of main motors should be connected in parallel or in series is a design issue, depending on the resistance values of the starting resistors 3 and 4, the withstand voltage to ground of the motor, etc. This is an optional matter of choice.

After configuring the dynamic brake circuit, constant brake force characteristics can be obtained over a wide speed range by adjusting the shunt field current ISO.

In addition, in order to obtain constant brake force characteristics, the armature current IA
The shunt field type TIES is controlled by the regulator 1 so that the amount increases or decreases in proportion to the % power of the speed.

As described above (according to the present invention), in an electric vehicle that performs series-parallel control of the electric motor, it is possible to perform dynamic braking without adding any switching equipment for the main circuit other than the equipment used when driving. This has a great effect on making the device more compact and highly reliable.

[Brief explanation of the drawing]

Fig. 1 is a connection diagram of a conventional circuit for an electric car with a compound motor that enables dynamic braking, and Fig. 2 shows an electric car with a compound motor that performs series-parallel control when traveling according to the present invention and also performs dynamic braking. FIG. 3 is a contactor operation sequence table for explaining FIG. 2, and FIG. 4 is a characteristic diagram of a compound motor. 1... Current collector, 2... Current interrupter, 3, 4
...Starting resistor, 5A, 6A...Series winding field of the motor, 5B. 6B...Motor armature, 5C26C...
...Shunt field of electric motor, 7...Adjuster, 9...
...Series contactor, 10.11...Parallel contactor, 12A to 12D, 13A to 13D...
Contactor for starting resistor short circuit control.

Claims (1)

[Scope of Claims] 1. In an electric vehicle that performs series-parallel control of motors during power travel using a multi-turn motor, a series contactor and a parallel contact used for series-parallel control during power travel. Close the container together,
The starting resistor is used as a brake resistor. An electric vehicle power generation braking device configured to be connected to each other, with the main motor acting as a differential double-wound generator, and braking force control being performed by controlling the shunt field current.