JPS61164405A - Controller for electric railcar - Google Patents

Abstract

PURPOSE:To eliminate a contactor for switching power drive/brake circuit by using a resistor and a contactor for controlling a field weakening and further a field weakening controller and a brake circuit at power drive time in the same manner. CONSTITUTION:A field exciter 6 is not operated in a full field range at power drive time, and a main circuit current is flowed only through a bypass diode 10. As the speed of an electric railcar rises, the resistance of a main resistor 1 is sequentially shortcircuited. A field contactor 8 is closed in a field weakening control range at power drive time, and the exciter 6 starts operating. A regenerative brake current IB is flowed to all induction branches 3 similar to the field weakening control range. A field current IF is supplied from the exciter 6 to flow a closed loop of the branches 3 and the field winding 2.

Description

DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to an electric vehicle control device that performs regenerative braking using a DC series-wound motor.

(Prior Art) A schematic connection arrangement of this type of conventional electric vehicle control device is shown in FIG. That is, Fig. M3a shows full field control during power running, and Fig. 3b shows control during regenerative braking. As shown in FIG. 3a, this conventional ML control device includes an inductive shunt 3, a weak field resistor 4, a weak field contactor 8, and a field winding 2 of an armature 1 of a DC series motor. series circuits are connected in parallel, and the opposite end of the parallel connected circuit to the armature 1 is grounded via the main resistor 5, and the armature 1 is connected to the pantograph 11 via the main circuit breaking contactor 7. Furthermore, both ends of the field winding 2 are configured to be connectable to the field excitation device 6 via contactors 9a and 9b.

The operation of such a conventional electric vehicle control device will be described below.

In the case of KA, the contactor 7 is
When the electric car is turned on, current begins to flow in the main circuit, and as the speed of the electric car increases, the resistance of the main resistor 5 is successively short-circuited. When all of these resistors are short-circuited, the weak field contactor 8 is turned on and the field current flowing through the field winding 12 is diverted from the main circuit to adjust the resistance of the weak field resistor 4, thereby performing weak field control. conduct.

The field excitation device 6 is cut off by the contactors 9a and 9b during power running.

During regenerative braking, the brake current IB flows through the circuit in which the armature 1, the induction shunt 3, and the main resistor 5 are connected in series, and the field is connected to the field winding 2 as a completely separately excited type. A field current IF is supplied from the field excitation device 6. The brake current IB is controlled by adjusting the field current r.

Note that as a power source for the field excitation device 6, the output of an electric VJ generator (not shown) or the like is used.

(Problem to be solved by the invention) However, in the conventional control system, when braking, complete external excitation is required.
17 all, an inrush current due to a sudden change in overhead line voltage flows into the armature 1 and worsens rectification, so to prevent this, it is necessary to connect the inductive shunt 3 and the main resistor 5 in series with the armature 1. Therefore, in addition to contactors for resistance short circuits, weak field resistance short circuits, and normal power line/brake circuit switching, the above-mentioned inductive shunt 3 can be inserted in series, or the field winding 2 can be interrupted. An extra contactor is required to switch to the field excitation device 6, and the addition of the field excitation device 6 increases the control device, especially its weight and space, and also requires a resistor to be connected in series during braking. Because of this, there were drawbacks such as a reduction in regenerated power due to the loss caused by the resistor.

□ (Means for solving the problems) The present invention aims to improve these drawbacks and provide a small and lightweight electric vehicle control device.

(Example) The invention will be explained with reference to the drawings.

In the electric vehicle control device of the present invention shown in FIG. 1, a bypass diode 1 is added to the field excitation device 6 in the conventional device shown in FIG.
0 are connected in parallel, the whole is connected in series to the field ta winding 2, and a contactor 9a for connecting the weak field resistor 4 and the field excitation device is connected.
, 9b are omitted. Other configurations are
This device is the same as the device shown in FIG. 3, so its explanation will be omitted. Further, in FIG. 1, parts exhibiting the same functions as those shown in FIG. 3 are designated by the same reference numerals.

Further, as the power supply for the field excitation device 6, either a single-phase AC power supply or a multi-phase AC power supply may be used, and the phase control circuit may be either a bridge circuit of only thyristors or a mixed bridge circuit of thyristors and diodes. It can also be used.

(Function) Each operating mode of the device of the present invention will be explained below with reference to FIG.

FIG. 2a shows the operation of the entire field region during power running, in which case the field excitation device 6 is not activated, so that the main circuit current flows only via the bypass diode 10. As the speed of the electric car increases, the resistances of the main resistor 5 are successively short-circuited.

FIG. 2b shows the operation in the weak field control region during power running.

That is, when all the resistances of the main resistor 5 are short-circuited in the full field, the weak field contactor 8 is turned on and at the same time, the field excitation device 6 starts operating. In this case, the armature current lA is the field current IF
By appropriately adjusting the output current I of the field excitation device 6 to fFIIH, it is possible to adjust the division ratio between the field current I and the shunt current S. Therefore, the weak field resistor 4 shown in FIG. 3 can be omitted. Further, as a power source for the field excitation device 6, an auxiliary power source device (not shown) is used. FIG. 2C shows the operation during braking.

In this case, the circuit configuration is exactly the same as in the weak field control region of FIG. 3b, and all regenerative braking current IB flows through the induction shunt 3. Matakai li! ! The current (I) is supplied from the field excitation device 6 and flows through the closed loop of the induction shunt 3 and the field winding 2, and by controlling this field current I, the braking current IB is controlled so that a predetermined braking force can be obtained. can be controlled.

(Effects of the Invention) According to the present invention, since the resistor and contactor for weak field control and the weak field control circuit and brake circuit during power running are the same, the contactor for switching between power running and brake circuits is the same. is no longer necessary, and the number of contactors can be greatly reduced. Further, since only the entire field is used for the main resistor 5 during power running, a resistor with a small heat capacity can be used, and the entire control device can be made smaller compared to the conventional resistance control method. Also, during regenerative braking, if the overhead line voltage suddenly drops, the brake current IB tries to increase, but as the brake current IB increases, the voltage drop across the induction shunt 3 increases, so the voltage flows to the field winding 2. world life
The m current (2) decreases, the field magnetic flux weakens, and the induced voltage in the armature 1 drops, which acts to prevent an increase in the brake current IB, so that the inrush current can be kept small and deterioration of commutation can be prevented.

In addition, by connecting the bypass diode 10, the field excitation device 6 is not operated in the entire field region, so the capacity of the field excitation device r6 can be reduced, and even if the field excitation device 6 fails, the field excitation device 6 does not operate in the entire field region. Only magnetic operation can be performed.

As described above, according to the present invention, it is possible to provide a small, lightweight, and high-performance control device for an electric vehicle that performs regenerative braking using a DC series-wound motor.

[Brief explanation of the drawing]

Fig. 1 is a circuit diagram showing the connection arrangement of an example of the electric military system T2G device of the present invention, Fig. 2a is an explanatory diagram showing the operation of the electric vehicle control device of the present invention in full field during power running, and Fig. 2b is the same. Figure 2C is an explanatory diagram showing the operation in a weak field during power running; Figure 2C is an explanatory diagram showing the operation during regenerative braking; Figure 3a is an explanatory diagram showing the operation of a conventional electric vehicle control device during power running; Figure 3b The figure is also an explanatory diagram showing the operation during regenerative braking. 1... Armature 2... Field winding 3... Induction shunt 4... Weak field resistor 5... Main resistor 6... Field excitation device 7... Main Circuit breaking contactor 8... Weak field contactor 9a, 9b... Field excitation device connection contactor 10...
・Bypass diode 11...Pantograph patent applicant Japan National Railways Railway Applicant
Toyo Denki Manufacturing Co., Ltd. Culm 1 excitation! Figure 2 (A) (B) (C) Figure 3 (A) (B)

Claims (1)

[Claims] 1. In an electric vehicle control device equipped with a field excitation device that excites the main field windings of these motors from another AC power source by controlling the phase of a thyristor in order to control a plurality of DC series-wound motors, the field excitation A bypass diode is provided in parallel with the device, this is connected in series with the series field winding, and a circuit in which an inductive shunt and a contactor are connected in series is connected to the series field winding,
It is connected in parallel to the series-parallel circuit of the field excitation device and the bypass diode, and during power running, only resistance control is performed and the field excitation device is not operated, and the main circuit current is passed through the bypass diode, resulting in weak field control. The contactor connected in series with the induction shunt is closed to form a closed circuit to operate the field excitation device, and during regenerative braking, the field excitation device is operated with the same circuit configuration as weak field control. An electric vehicle control device characterized in that the series field winding is excited by causing the braking current to flow through an induction shunt to apply regenerative braking.