JPS605703A - Controller for electric railcar - Google Patents

Abstract

PURPOSE:To reduce the variation in a torque at the switching time by containing a control means in the control region converging from certain constant traveling speed value to other constant traveling speed value. CONSTITUTION:A constant acceleration and decelaration deviation detector A. BD outputs an acceleration deviation signal alphad representing the deviation between the acceleration and the acceleration target value 1km/hr/sec. of a rail- car and a deceleration deviation signal betad representing the deviation between the deceleration and the deceleration target value 2.5km/hr/sec. of the railcar. A speed deviation detector SDD outputs a deviation signal Sd between a constant traveling speed target value and the speed signal of the railcar. When the notch of a master controller MC is set to 4 or 5, a constant speed operating pattern generator PT.CS operates. At this time, the generator PT.CS generates a field current control pattern in response to the signal having either lower voltage value of the signal alphad or betad from the A.BD and the signal Sd from the SDD.

Description

[Detailed Description of the Invention] [Field of Application of the Invention] The present invention relates to a control device for an electric railway vehicle such as a train, and in particular, the present invention relates to a control device for an electric vehicle for railways such as a train, and in particular, the present invention relates to a control device for an electric vehicle for railways such as a train, and in particular, a system for automatically controlling an electric vehicle at a predetermined constant speed regardless of the running conditions of the electric vehicle. The present invention relates to a large control device equipped with a constant speed operation control function that allows an electric vehicle to run.

[Background of the invention]

As the demand for improved safety and labor saving in vehicle operation increases, various automated functions are being installed in electric vehicle control devices, one of which is a constant running speed control function. .

This constant running speed control function detects the running speed of the electric vehicle and compares it with the target speed commanded from the driver's cab.
By controlling the torque of the main motor according to these deviations, the running speed of the electric car converges to the target value.This is an example of an electric car control device equipped with such a constant running speed control function. are shown in Figures 1 to 3.

In these figures, Figure 1 shows the configuration of the main circuit, Figure 2 shows the operation of the main circuit equipment, and Figure 3 shows the control circuit. In these figures, Al and A2 are the main circuits. Motor armature, BV is brake controller, CC is camshaft contactor, CL is current limiting relay, CM is cam motor armature,
CMF is the cam motor field, F-CTR is the field controller, F
L is the current circuit breaker for the field circuit, FLa is the current breaker F L's auxiliary a
contact, FLb is the same auxiliary contact, GATE is the analog game), IAD is the armature current detector, IFD is the field current detector, L is the armature current interrupter, La is the auxiliary current interrupter a The contact, Lb is the same auxiliary contact, MC is the main controller, MFI, MF2 is the direct field winding of the main motor, PH-
C is a phase shifter, PT-B is a brake control pattern generator,
PT-C8 is a constant speed operation pattern generator, PT-PA, P
T-PB is a power running control pattern generator, R1-R5 is a contactor for resistance short circuit, SC is a short circuit relay, SDp is a speed deviation detector, s h F 1 + s h F 2 is a traction motor shunt field winding The line T@G is the speed generator.

This control circuit uses a compound motor having field windings MF and shF, and controls the shF current with a field controller F-CTR using chopper control such as an SCR so that a predetermined torque can be obtained. In this so-called field chopper type, when the master controller MC is set to 1 notch with the camshaft contactor CC or Sl notch, the current interrupter and FL are turned on by the contact Pa of CC, and the main motor is switched on. starts. At this time, the CC is placed on the S1 notch and the contactor R
1 to R5 are all open, all starting resistors are connected in series to armatures A1 and A2, and the starting current is controlled.

At the same time, the power running pattern generator PT is activated by the contact Pe of CC.
- The gate GATE of PA is opened, and the output of PT@PA, which operates according to the detection signals of armature current detector IAD and field current detector IFD, is input to phase shifter PH-C, and the armature current and field The current of the shunt field corner winding 4'J s h Fl,2 is controlled according to a predetermined pattern of current σ1,
The required torque characteristics are provided.

Next, proceed to MCf, 2 notches, and CC contact 2.

The relay SC is operated by a+2b, and the cam motor [
Power is applied to the state CM, and the CC progresses sequentially from the Sl notch to the S6 notch. At this time, the electric path from the contact point 2a to the connection point 2b is opened and closed by the action of the IAD and the current limiting relay CL, so the stepping speed of the CC is controlled by the acceleration state of the electric car. As the process progresses from the notch to the S6 notch, contacts R1-R5 close as shown in FIG. 2, and the starting resistors are successively shortened.

When CC is set to 86 notches and all starting resistors are short-circuited, if MC is further set to 3 notches K3 (@), the field weakening control state is entered, and powering pattern generator PT-PB is output from contact 3a of CC. A signal is given to the gate GATE at the output, and the pattern output from PT-PB is supplied to PH-CK, and field weakening control is performed.At this time, due to the action of the field current 1 dPT/PB, The electric vehicle is controlled to be accelerated while keeping the armature current at a predetermined constant value.At this time, the signal at contact 3a is applied to the inhibition gate, which causes the output of PT-PA to change. GATE is closed.

In this field-weakening control region, after the magnitude of the field current due to the F-CTR reaches the minimum limit value, an acceleration state follows the characteristics of the main motor.

Although power is shown in these diagrams, when a power running OFF command is given from the driver's cab in this field weakening state, F
- Control is performed to increase the field current and keep the armature current at zero by the action of the CTR (this state is called coasting control).

On the other hand, when the brake controller BV is operated, a regenerative brake command B is given, and the brake controller (turn generator P
Since only the output gate (GATE) of T-B is opened, -
The field current is greatly increased by the action of the F-CTR, so that the regenerative brake is activated.

The operating characteristics in the above control are shown in FIG. 4, which is a so-called notch curve.

These 4 and 5 notches of MC are in the so-called constant running speed control region, and at this time they are at the C (Jj:S6 notch position), and the signal from output 4 or 5 of MC is input to the speed deviation detector SDD. , these signals are input to the gate (GATE) at the output of the constant speed continuous pattern generator PT.C8 via the OR gate, and the output of this PT-C8 is supplied to the PH-C. It is also supplied to the inhibit input of the two inhibit gates, which allows the other PTs to
- Make sure that neither the output of PA nor PT@PB is input to PH-C.

Therefore, MC is advanced to the 5th notch position and becomes 6th.

Then this is it! ll5DD operates with a target running speed of 50 km/h, and the speed generator T-G
The voltage representing the speed of the electric car supplied from 50km
/h and a target value voltage representing the speed, a signal representing the deviation between them is generated and inputted to the PT.C8. Then, in the PT11C8, the voltage supplied to the PH-C is controlled by the signal from this SDD, and the magnetizing current of the main motor is changed.

With this control device, as is clear from the notch curve in Figure 4, when the running speed of the electric vehicle is higher than the current speed, the generated torque can be reduced simply by controlling the field current of the main motor using F@CTR. Control can be performed over a wide range from the power torque range to the brake torque range, and at this time, there is no need to perform any control on the main circuit including the armature of the main motor.

Therefore, in SDD and PT-C8, when the voltage from T@G is higher than the target value voltage, the running speed of the spool car is 50%.
When it is higher than Km/h, the voltage supplied to PH-C is increased to increase the field current, and the voltage 7 from the opposite KT-G is increased.
When M is lower than the standard voltage, the speed of the electric car is soK
If the field current is reduced by lowering the voltage supplied to PH@C when the speed is lower than the target speed of 5 km/h, the regenerative braking torque can be increased when the running speed of the electric vehicle is higher than the target speed of 5 km/h. When the electric vehicle's speed is lower than 50 km/h, the traction force increases and the traveling speed increases.
Feedback control is activated to converge the electric vehicle's running speed to the target speed of 50 km/h.
By setting the target speed to Km/h f, large room traveling speed control can be obtained.

Sixth, the same is true when setting the MC to the 5th notch position, and at this time, the operation in the SDD is for the target voltage value representing 7oKm/h, and the target speed is set to 70Km/h.
A constant traveling speed control of m/h can be obtained.

FIG. 5 shows an example of the relationship between the speed deviation value and the traction force and regenerative braking force in the above control.

That is, in this case, the field current is controlled to generate the maximum traction force (maximum torque) when the actual vehicle speed is lower than the target speed (command speed) by more than 1 OK m/h, and the amount of deviation is small. The traction force is also reduced as the deviation becomes 2 km/h, and the traction force is controlled to become 0 when the deviation amount reaches 2 km/h.

Similarly, as the actual vehicle speed becomes 10 km/h compared to the target speed, the brake force is also reduced, and the deviation amount becomes 2 km/h.
The brake force is controlled to become O at the point where the brake force becomes O.

According to the Roku control device equipped with such a constant speed control function, there is no need for large driving operations for constant speed travel, and accordingly,
It has become possible to concentrate on safety confirmation, and it is useful for improving safety.Therefore, such control devices for electric vehicles have been widely used since 1987.

Next, operation of an electric vehicle in a large case using such a control device will be explained.

Now, as shown in Figure 6, assume a major case in which an electric car departs from the station at point ■ and reaches the station at point [F].0 The electric car departs (accelerates) from point ■, The speed increases, but at this time, since there is no particular speed limit in the section from point If the electric car is running at a speed of 60km/hK after departure,
Maximum traction force (e.g. α-3,0Km/h)
/s), and after reaching a speed of 60 km/h, as shown in Figure 5, the traction force is gradually reduced according to the acceleration deviation, until the speed stays at a constant running speed of 70 km/h. Continue running.

However, if the section between point ■ and 00 has a speed limit of 55 km/h, the driver must reduce the speed to 55 km/h or less before the electric car reaches point ■. .

Therefore, the driver assumes a predetermined point ■ before point ■, and at this point ■ changes the constant speed command 't: 501 (m/h) (MCa: notch position 4).At this time, at point ■
Then, since the electric car's actual speed is 20 km/h higher than the command value (7F, running at a constant speed of 70 km/h), immediately after this point
β = 3.5 Km/h/s) works 0 and,
As the electric car decelerates and approaches 50 km/h, the braking force becomes weaker, and the speed reaches a constant speed of 50 km/h near point ■.

After that, at point 0, the driver changed the constant speed command value to 70km/h again.
K is raised, and at a predetermined point ■ before the start point 00 of the next restriction section, the constant speed command value 'i is lowered to 50 Km/h from point 0 to [F
] A constant speed of 50 km/h can be obtained in the trench section, and then the brake operation is started at point [F], and a larger stop control is started to stop the electric vehicle at point [F]. , K to stop correctly at point [F].

By the way, there are the following problems in operating an electric vehicle using such a constant running speed control function.

Looking at the changes in the braking force and traction force of the electric vehicle and the torque of the main motor under such operating conditions, we can see that the change in the constant-speed operation command speed occurs at the 6th point, that is, at the point ■lo% in Figure 6. In addition, the change in torque is maximum at point 2, while the change is minimum at point 6, when the speed of the electric vehicle falls within the command value (target value).

Therefore, with such a control device, it is difficult to maintain good riding comfort when acceleration and deceleration are large during driving.

Next, railway tracks generally have slopes, curves, etc., and the conditions for these are also various.

In addition, these conditions are not necessarily the same for each section of operation; in fact, they are almost always different. For example, in Figure 6, 55K between points ■ and O
In the m/h restriction section, the gradient is 25% below from this point, and then the gradient is above 25% for a while from point 0. On the other hand, the limit between points ◎ and [F] This section is a flat road.

On the other hand, in the above-mentioned control device, the braking force or traction force, that is, the torque of the main motor, is set to a predetermined value according to the deviation between the target value speed and the actual speed, as shown in Figure 5. Therefore, the magnitude of the acceleration or deceleration given to the electric vehicle when the constant speed running command is fully switched changes depending on the track conditions at that time, and is uniquely controlled from the speed deviation. I can't decide.

Therefore, in the above-mentioned control device, when the constant speed running command is switched, the distance until the speed of the electric car converges to the new target speed changes depending on the track conditions. For example, in FIG. Distance ΔS8 from to ■ and 0 from point ■
The distances ΔS2 and ΔS2 are not equal. Therefore,
The driver cannot determine the point at which to set the new constant speed and change the constant speed command based solely on the distance, but must always take into account track conditions, etc. Therefore, there is a problem in that this judgment requires considerable skill.

In other words, with the conventional control device explained above, when switching to a speed with a constant running speed command, a large torque change occurs and the riding comfort worsens. The drawback is that it is difficult to accurately predict the point at which the vehicle speed will converge.

[Purpose of the invention]

The object of the present invention is to eliminate the above-mentioned drawbacks of the prior art, reduce the torque change when changing the constant running speed, reduce the risk of deterioration of ride comfort, and converge to a new 'FC' constant running speed. To provide a control device for an electric vehicle in which the distance to the vehicle is kept almost constant regardless of track conditions and is easy to operate.

[Summary of the invention]

In order to achieve this object, the present invention provides a constant acceleration control area and a small portion of the constant acceleration control area in at least a part of the control area until the constant driving speed command is switched and converges to the constant driving speed from time to time. [Embodiments of the Invention] Hereinafter, embodiments of the electric vehicle control device according to the present invention will be described with reference to the drawings.0 Fig. 7 is an embodiment of the control circuit according to the present invention. The configuration of the main circuit is the same as that in FIG. 1, and therefore its operation is also the same as in the explanatory diagram of FIG.

Now, in FIG. 7, A-BD is an acceleration/deceleration deviation detector, LLIIC is a low priority circuit, and the rest is the same as the conventional example shown in FIG.

A-BD generates a voltage signal representing the acceleration α and deceleration β of the electric vehicle based on the output signal of T-G, and also generates an acceleration target voltage Ect corresponding to an acceleration of 2 Km/h/sK and a deceleration corresponding to 2 Km/h/sK. It has a deceleration target voltage Eβ corresponding to .5 Km/h/s, and the acceleration of the electric vehicle is 2 Km/h/s.
Acceleration deviation signal αd representing the deviation from the acceleration target value of s
and a deceleration deviation signal βd representing the deviation between the deceleration of the electric vehicle and the deceleration target value of 2.5 Km/h/s.

LL@C is a #I function that takes out the lower voltage input of two inputs as an output, and is composed of an analog diode logic circuit consisting of a diode, a resistor, and a DC power supply. It is something that

Next, the operation of this embodiment will be explained.

First, the control operation for the MC notch position from 1 to 3,
The regenerative brake control operation using Bv is the same as the conventional example shown in FIG.

Next, in the MC Notchkai 4 or 5KLl constant running speed control region, the signal sd from the SDD and either the signal αd or βd from the A-BD are set to the lowest voltage value at that time by the action of the LLllC. Only the signal with PT
-C8K is supplied, and as a result, the torque of the main motor is controlled by the signal generated from PT.C8.

Therefore, if we now assume the same operating conditions as in Figure 6, we will see the same situation as in Figure 8.
Starting from the point, the large electric car is controlled at a constant running speed of 70 km/h at the 0 point, and the notch position of the knob MC is switched to 5 and 6.

Then, at this time, the output of A-BD is αd, where the actual speed is lower than the commanded speed, and furthermore, K(sd
) αd), the output of LL・C becomes the acceleration deviation signal αd.

As a result, the electric vehicle is accelerated from the zero point to a constant acceleration of α=2.0 Km/h/S, increasing its running speed. Then, when the actual speed approaches the commanded speed within a predetermined range at point 07, the state of (sd≦αd) is reached.
Here, the output of LL@C changes to the speed deviation signal Sa, and from then on, the electric car is controlled according to the speed deviation, and the specified large 70
Constant speed travel Vζ is often entered at a speed of Km/h.

Next, the electric car reaches a predetermined point ■ before the 55 km/h restriction section, so at this point
The constant traveling speed designation of 0 Km/h is switched to the speed command of 50 Km/h. tsu size], at this point ■' Me(
2) The notch position is moved from 5 to 4 and becomes 6.

Then, at this time, the actual speed is higher than the commanded speed, the output of A-BD is βd, and (sd) β.
d), so the output of LL-C is the deceleration deviation signal βd
becomes.

Therefore, the electric vehicle is decelerated to a constant deceleration of 2.5 Km/h/s from point 2', and the traveling speed is lowered. Then, at point ■'', when the actual speed approaches the specified range with respect to the command speed, (sd≦βd), the output of LL@C changes to the speed deviation signal ad, and henceforth, The electric vehicle is controlled according to the deviation from the commanded speed, and starts running at a constant speed at the commanded speed of 50 km/h.Hereinafter, the acceleration and constant speed running control between points 0 and 0, and the points ■,
Similarly, deceleration and constant speed traveling control between @ and constant acceleration are performed in a constant acceleration or constant deceleration state.

Therefore, according to this embodiment, when the driver changes the fixed running speed, the acceleration and deceleration applied to the electric vehicle can be maintained at predetermined values, so that they can be adjusted to suit the riding comfort. By setting the value in advance, there is no risk of causing discomfort to passengers.

Further, according to this embodiment, when the constant traveling speed is changed over, the speed change of the electric vehicle until the speed changes from time to time to the constant traveling speed is performed almost in a constant acceleration state or a constant deceleration state. The traveling distance of the two electric cars at the point where the new constant traveling speed KN and the zero speed of the train converge from the point where the traveling speed is changed is kept almost constant regardless of the track condition or the loading condition of the train. In the body diagram 8 (Δ511-8=Δ512)
Therefore, by uniquely determining the operating speed switching point, it is possible to simplify the operation handling.

Note that the above embodiments have been explained using a DC compound-wound motor as the main motor, but even in the case of an FC electric car where a series-wound motor or an AC induction motor is used as the main motor, the specific configuration of torque control will differ. However, it is not impossible to say that the present invention can be implemented for these as well.

16. In the above embodiments, an example is shown in which the present invention is applied to a control device of an electric vehicle, and 6. The present invention is applied to a device that gives a control output command to a speed control device of an electric vehicle, such as an automatic train operation device. Of course you can.

〔Effect of the invention〕

As explained above, according to the present invention, a control device for an electric vehicle that eliminates the drawbacks of the conventional technology and provides a comfortable ride and is easy to drive can be created by making slight additions and changes to the conventional control device. can be provided.

[Brief explanation of the drawing]

Figure 1 is a circuit diagram showing the configuration of the main circuit in a conventional electric vehicle control device, Figure 2 is an explanatory diagram of its operation, Figure 3 is a circuit diagram also showing the configuration of the control system, and Figure 4 is a notch curve. figure,
FIG. 5 is an explanatory diagram showing the relationship between speed deviation amount, traction force, and braking force, FIG. 6 is a diagram of the electric vehicle running mode according to the conventional example, and FIG. 7 is an implementation of the control system of the electric vehicle control device according to the present invention. FIG. 8, a circuit diagram showing an example, is a diagram of the electric vehicle running mode according to the present invention. LL-C...Low priority circuit, A-BD...
...Acceleration/deceleration deviation detector. Figure 4 1115 Figure 6 JP Naosho

Claims (1)

[Scope of Claims] 1. In an electric vehicle control device equipped with a constant traveling speed control function that can be controlled by switching to a constant traveling speed target value of a plurality of different speeds, At least a part of the control region in which the target value is switched and the speed of the electric vehicle converges from the constant traveling speed target value to another constant traveling speed target value includes a control region by the constant acceleration/deceleration control means. An electric military control device characterized by being configured as follows. 2. In claim 1, the control range by the constant acceleration/deceleration control means is such that the speed of the electric vehicle is set to a predetermined value with respect to the constant traveling speed target value from time to time after the constant traveling speed target value is switched. An electric vehicle control device characterized in that the electric vehicle control device is set to a period of time until the speed deviation reaches within the speed deviation.