JPS60190102A - Internal-combustion engine driven electric railcar - Google Patents

Abstract

PURPOSE:To reduce the size and weight of a braking resistor by supplying braking power to an AC generator coupled with an internal combustion engine at a braking time and also to the resistor. CONSTITUTION:The output of a synchronous motor 2 coupled with an engine 1 is supplied through armature converters 13L, 13R, and shortcircuiting switches 17L, 17R to the armatures 4L, 4R of a wheel drive motor, and through a field converter 14 and a front/reverse changing switch 19 to field windings 5L, 5R. A motor operates as a generated at the braking time, the switches 17L, 17R become OFF to supply the brake power through braking resistors 16L, 16R, the converters 13L, 13R to a synchronous generator 2. At this time, the switch 19 is changed, and the directions of currents flowed to the windings 5L, 5R are reversed.

Description

[Detailed Description of the Invention] [Technical Field to which the Invention Pertains] This invention relates to an internal combustion engine drive system that is equipped with an internal combustion engine, a generator, and a semiconductor converter, and that drives wheels via a direct-drive electric motor. Regarding electric vehicles.

[Conventional mechanisms and their problems]

For large construction machinery vehicles such as large dump trucks and self-propelled crane trucks, it is important that the equipment mounted on the vehicle can be made small and lightweight, that maintenance is easy, and that continuous unloading is possible. In order to be able to obtain a non-mechanical restraint brake with high speed, it is possible to obtain a non-mechanical restraint brake that is faster than the conventional rigid mechanical type, which applies power from an internal combustion engine to the electric wheels via a clutch, reduction gear, or differential gear. Also, an electric type is used, in which an internal combustion engine drives an alternator, and the output of this alternator is converted to DC power by a rectifier, which then drives a DC motor connected to the wheels. It has become.

11th r-? 1 is a main circuit connection diagram showing a conventional example of an internal combustion engine-driven electric vehicle whose wheels are driven by a DC series-wound motor. In this figure 1, a synchronous generator 2 is coupled to an internal combustion engine 1 such as a diesel engine or a gasoline engine, and the output of this synchronous generator 2 is converted into DC power by a diode rectifier 3. be done. This DC power is applied to DC series-wound motors that are separately connected to the left and right wheels. That is, for the left wheel, a DC motor armature 4L and a field winding 5L of the DC motor are connected in series via a starting brake switch 7L to form a series motor. Here, the forward/reverse changeover switch 9L has the role of reversing the direction of the current flowing through the field winding 5L and switching the rotational direction of the motor. Similarly, for the right wheel, a series motor is formed by connecting an armature 4R and a field winding 5R in series via a dynamic braking switch 7R, and there is a front and rear motor for switching the polarity of the field winding 5R. A forward changeover switch 9R is provided. Braking resistors 6L and 6R are connected in parallel to each armature 4L and 4R, and a connection switch 8 is also provided for connecting the field windings 5L and 5R to the power source during braking operation. .

When the vehicle is running in the forward direction, the respective switches are in the state shown in FIG. Since the braking resistors 6L and 6R are disconnected and the connection switch 8 is also in the off state, the left wheel drive DC series motor consisting of the armature 4L and the field winding 5L and the armature 4R and world foundation volume f
The left wheel drive DC series motor fA5R is driven by the DC z'i force from the diode rectifier 3, but the rotational speed of the diesel engine 1 and the field of the synchronous generator 2 (not shown) The output voltage of the synchronous generator 2 is controlled by adjusting the strength of the synchronous generator 2, and the vehicle obtains appropriate speed and traction by utilizing the voltage drop between the alternating current generator 2 and the DC series motor. . The forward/reverse selector switch 9 changes the direction of travel of the vehicle.
This can be achieved by manipulating L and 9R to reverse the direction of the current flowing through the field windings M5L and 5R. Furthermore, by connecting a resistor (not shown) in parallel to the field windings 5L and 5R to weaken the field during power running, high-speed running performance can be improved.

To operate the vehicle under braking, switch the dynamic braking switches 7L and 7R to the braking resistors 5L and 6R and turn on the connection switch 8. The field windings 5L and 5R of both electric motors are connected in series and connected to the diode. It will receive DC power from the rectifier 3. On the other hand, the armatures 4L and 4R are disconnected from the diode rectifier 3 and the first braking resistors 6L and 6R are connected, so the armatures 7-4L and L-4R are
(It is rotated by each wheel to become a separately excited split-wound generator, and the generated power is passed through the braking resistors 5L and 5R to enter a dynamic braking state and suppress the speed of the vehicle.The braking force at this time is determined by the resistance values of the braking resistors 6L and 6R and the voltages of the armatures 4L and 4R, so the current flowing through the field windings 5L and 5R, that is, the field adjustment (not shown) of the synchronous generator 2. By adjusting the resistance values of braking resistors 6L and 6R, also not shown, a required braking force can be obtained depending on the speed at that time.

In the conventional example shown in Fig. 1, this vehicle can obtain sufficient and stable traction and braking force depending on the speed, but
For example, in slow braking during continuous descent, all of the braking power is continuously consumed by the braking resistors 6L and 6R, so a resistor with a large capacity is required. Since the large braking resistors 5L and 5R must be mounted on the vehicle, not only is the loading space and space used for the vehicle's original purpose reduced;
L.

The 6R has the disadvantage that the fuel efficiency when the vehicle is running also deteriorates.

[Purpose of the invention]

This invention provides an internal combustion engine-driven electric vehicle that can reduce the braking force consumed by the braking resistor during braking operation, thereby reducing the size and weight of the braking resistor and improving fuel efficiency during driving. The purpose is to

[Key points of the invention]

This invention uses a diode rectifier that converts alternating current power from an alternator to direct current power as a forward/reverse converter that can also reversely convert direct current power to alternating current power, and operates these 11 inverse converters during braking. The engine brake is applied by driving the alternating current generator connected to the internal combustion engine as an electric motor, and the braking power consumed by the braking resistor connected to the DC motor is reduced, making this braking resistor smaller and lighter. This is what I am trying to do.

Furthermore, power is supplied to the armature and field winding of a DC motor from separate converters, so that shunt winding characteristics or series winding characteristics can be freely obtained by separately excitation.

[Embodiments of the invention]

FIG. 2 is a main circuit connection diagram showing an embodiment of the present invention,
The nature of the present invention will be explained in detail below with reference to FIG.

In Fig. 2, a synchronous generator 2 is connected to a diesel engine 1, which is the inner iq: Iru sum, state converter 13L
In order to drive the right wheel, it is supplied to the armature converter 13R, which is composed of a no-thyristor, and the field converter 14, which is also composed of a thyristor. converted into power.

The DC power obtained from the armature converter 13L for the left wheel is supplied to the series connection circuit of the braking resistor 16L and the armature 4L, but a shorting switch 17L is connected in parallel to the braking resistor 16L. ing. The armature converter 13R for the right wheel similarly supplies DC +tL force to the series connection circuit of the braking resistor 16R and the armature 4R, but the braking resistor 16R is equipped with a short-circuit switch 171? .

are connected in parallel. Furthermore, the DC power from the field converter 14 is applied to two field windings 5L and 5 connected in series.
R is supplied to the forward/reverse selector switch 19.
By operating the field windings 5L and 5R, the direction of the current flowing through the field windings 5L and 5R can be reversed to change the running direction of the vehicle.

When driving the vehicle in the forward direction, the short circuit switch 17
L and 17R are turned on, braking resistors 16L and 16R are short-circuited, and the incense and armature converters 13L and 13R are sequentially converted to obtain the required torque and rotational speed of both types of motors that drive the left and right wheels. the respective converters 13L and 13 so that
Control R. At this time, the field converter 14 is controlled to supply the required field current to the field windings 5L and 5R. In addition, the armature converters 13L and 13R are operated in the same way as the diode rectifier, and the field converter 1
4 and adjust the field windings 5L and 5R to obtain series winding characteristics.
By controlling the current flowing through the motor, it becomes a separately excited series-wound motor, and the same running characteristics as conventional motors can be obtained.

While driving as described above (when the easel engine-driven electric vehicle is in the forward direction and enters braking operation, operate as follows. In other words, since the diesel engine 1 is idling, the synchronous power generation Machine 2 generates AC voltage, but armature converters 13L and 1
By controlling the phase of 3R and the field converter 14, the respective DC output voltages are made almost zero, and the armatures 4L, 4R and field winding @5
Reduce the current flowing to L and 5R to zero. Next, turn off the shorting switches 17L and 17R, insert the braking resistors 16L and 16R in series with the armatures 4L and 4R, respectively, and operate the forward/reverse changeover switch 19 to switch off the field windings 5L and 5R.
The direction of the current flowing through the motor is reversed from that during power operation. At this time, since the synchronous generator 2 is generating an alternating current voltage as described above, the armature converters 13L and 13R perform reverse conversion operation in the same way as a separately excited converter connected to a normal power system. I can do it. For example, if the vehicle is going down a hill, the armatures 4L and 4R of the DC motor are rotated by the left and right wheels, respectively, due to the potential energy possessed by the vehicle, so the field converter 14 is rotated in order. If a conversion operation is carried out and a field current in the forward direction is caused to flow through the field windings i5L and 5R compared to that during forward operation, a voltage opposite to that during forward operation will be generated in armatures 4L and 4R. Therefore, when the frost 5 armature transformers 13L and 13R are reversely converted, each armature 4L and 4R has an electric current I shown in equation (1).
A flows.

EA −Ec I＾=□ ・・・・・・・・・・・・・・・・・・・・・
・・・・・・・・・・・・・・・・・・・・・・・・(1)
RB Here, EA is the voltage generated in armatures 4L and 4R, Ec is the output voltage during reverse conversion operation of armature converters 13L and 13H, and RB is the braking circuit resistance, which is the braking resistance 16L.
, 15R plus the equivalent resistance of armatures 4L, 4R and armature converters 13L, 13R.

1 shown in equation (1) above! Braking torque is generated by flowing Isogo current IA. That is, armature converter 1
By performing the reverse conversion operation of 3L and 13R, the electric power generated by the DC motor that has become a generator is sent from the DC side to the AC side, and the synchronous generator 2 receives this electric power and operates as a synchronous motor, and the diesel engine The rotational speed of No. 1 is increased compared to the above-mentioned idling operation.

The increase in the rotational speed of the diesel engine during idling means that engine braking is applied, so the energy of the vehicle during descent is absorbed by this engine braking and resistance loss generated by braking resistors 16L and 15R. Therefore, the traveling speed of this vehicle is suppressed. This engine brake and braking resistance 16
It is clear from equation (1) that the braking power burden between the armature converters 13L and 16R can be easily adjusted by adjusting the output voltages of the armature converters 13L and 13R. In addition, the short-circuit switch 17L is used for restraining brakes when descending from a vehicle with little braking force.
, 17R can be turned on to short-circuit the braking resistors 16L and 16R, so that all of the braking power can be absorbed by the engine brake.

In the embodiment of the present invention shown in FIG. 2, the motor field windings 5L and 5R for the left and right wheels are connected in series and controlled collectively, but each has its own separate field. It can be connected to the magnetic converter and controlled separately, or the armature converters 13L and 13R and the field converter 1 can be connected to each other and controlled separately.
It is also consistent with the spirit of the present invention that 4 be constructed of a semiconductor element such as a GTO Sirisk or a transistor.

〔Effect of the invention〕

According to this invention, AC power output from an alternator connected to an internal combustion engine is applied to a DC motor via a converter capable of forward and reverse conversion, and braking is applied in series to the DC motor. It includes a resistor and a switch that short-circuits the resistor. When braking the vehicle with such a configuration, the converter is operated in reverse so that the force returned from the DC motor rotated by the wheels is also applied to the alternator. By operating this generator as an electric motor, part or all of the braking power can be absorbed by the engine brake. If it is necessary to perform continuous braking operation for a long period of time, for example, when continuously dismounting, the braking power generated during braking operation can be absorbed by the engine brake. The capacity of the braking resistor connected in series with can be reduced by the amount of energy absorbed by this engine braking.
Since the capacity of this braking resistance is sufficiently small, it becomes small and lightweight. Therefore, the vehicle can not only increase its payload and space, which is its original purpose, but also improve fuel efficiency during road driving by reducing the weight of the braking resistance. Furthermore, by dividing the aforementioned converter into one for the armature and one for the field, it is possible to easily obtain a series winding characteristic during power operation and a shunt winding characteristic during braking operation.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a main circuit connection diagram showing a conventional example of an internal combustion engine driven electric vehicle, and FIG. 2 is a main circuit connection diagram showing an embodiment of the present invention. 1... Diesel engine as an internal combustion engine, 2...
・Synchronous generator, 3...Diode rectifier, 4L, 4R
...DC motor armature, 5L, 5R...DC motor field winding, 6L, 6R...braking resistance, 7L,
7R...Dynamic braking switch, 8...Connection switch,
9L, 9R... Forward/forward changeover switch, 13L, 13
R... Armature converter, 14... Field converter, 1
6L, 16R...braking resistance, 17L, 17M-knowledge fl
i't switch, 19...forward/forward changeover switch.

Claims (1)

[Claims] 1) Converting AC power generated by an AC generator driven by an internal combustion engine mounted on a vehicle into DC power and supplying the DC power to a DC motor connected to the vehicle to drive the vehicle. 1. An internal combustion engine-driven electric vehicle which is configured to run at a desired speed and is characterized by comprising an engine braking means or a dynamic braking means for suppressing the speed of the vehicle. 2. In the internal combustion engine-driven electric vehicle according to claim 1, the engine braking means is provided between the alternating current generator and the direct current motor, and converts alternating current power into direct current power, and converts direct current power into direct current power. An internal combustion engine-driven electric vehicle characterized by comprising a forward/reverse converter capable of converting electric power into alternating current electric power. 3) In the internal combustion engine-driven electric vehicle according to claim 1 or 2, the forward/reverse converter as the engine braking means is an armature converter connected to the armature of the DC motor. , and a field converter connected to the field winding of the DC motor. 4) In any one of the internal combustion engine-driven electric vehicles according to claims 1 to 3, the dynamic braking means includes a braking resistor connected in series to the armature of the DC motor, and a braking resistor connected in series to the armature of the DC motor. An internal combustion engine-driven electric vehicle characterized by comprising a switching element that short-circuits a resistor.