JPS61227602A - Controller for electric railcar - Google Patents

Abstract

PURPOSE:To prevent an overvoltage and an overcurrent from occurring when a current collector passes a section by detecting the current collecting state of the collector, and gradually reducing a control current flow rate in response to the variation in the detected value. CONSTITUTION:A comparator 16 outputs a signal when the variation Ecf of a filter capacitor voltage Ecf comes to a reference value or higher. A main motor current reducing circuit 2 outputs a pulse to gradually reduce a main motor current IM to the gate of a chopper. When a time T4 is elapsed,a timer 21 is operated to open a gate circuit. When time T4+T5 is elapsed after the comparator 16 outputs a signal, a timer 22 is operated to restart a chopper. Thus, it can prevent an overvoltage and an overcurrent from occurring when a current collector passes a section.

Description

DETAILED DESCRIPTION OF THE INVENTION [Field of Application of the Invention] The present invention relates to an electric vehicle control device for electric railways, etc., and particularly to an electric vehicle control device suitable for a vehicle equipped with only one current collector.

[Background of the invention]

An electric car receives power from the overhead contact line via a current collector, and uses this power to drive a main motor to run. The current of this main motor is controlled using a chopper.

This will be explained below using figures.

FIG. 5 is a circuit diagram of the main circuit of the electric vehicle. In the figure, 1 is an overhead contact line, 2 is a pantograph of an electric car, 3 is an interrupter, 4 is a filter reactor, and 5 is a filter capacitor.

Reference numeral 6 is a main motor of the electric vehicle, a main smoothing reactor is connected in series to the main motor 7, and 8 is a flywheel diode. 9 is a chopper connected in series to the main motor 6;
10 is a gate control device for the chopper 9. chopper 9
1, for example, is constructed by connecting a plurality of main thyristors made of reverse conducting thyristors in series, and connecting in parallel with this a series circuit of an auxiliary thyristor made of reverse conducting thyristors, a commutating capacitor, and a commutating reactor. . A gate control device 10 controls the gates of the main thyristor and the auxiliary thyristor. 11 is an overvoltage suppression resistor, 12 is an overvoltage suppression thyristor connected in series with the overvoltage suppression resistor 11, and these are connected in parallel to the filter capacitor 5.

A voltage detector 13 detects the voltage of the filter capacitor 5.

When an ON command is given to the main thyristor of the chopper 9 by the gate control device 10, the main thyristor becomes conductive and itiIM (current) flows to the main motor 6, and the commutating capacitor is charged via the auxiliary thyristor. or,
Energy is stored in the main smoothing reactor 7. Next, when an ON command is given to the auxiliary thyristor of the chopper 9 by the gate control device 10, the main thyristor is cut off by the commutation capacitor and the commutation reactor, and the chopper 9
becomes OFF. At the same time, the energy stored in the main smoothing reactor 7 is released via the flywheel diode 8. By repeating such operations, the electric car is moved.

FIG. 6 is a rotation system diagram when the electric car is moving. 1 is the same overhead contact line as shown in Figure @1, 2 is the same pantograph, IA and IB are the substations that supply electricity to the overhead contact line, 14 is a dead section of overhead contact line 1, and 15 is a line in Ka line. It's an electric car. It is assumed that the electric car 15 is traveling in the direction of the arrow. The dead section 14 is an unconnected part provided in the overhead contact line 1 to separate the power supply section of the substation IA and the power supply section of the substation IBO. When the pantograph 2 passes through the dead section 14, the pantograph 2
does not come into contact with the overhead contact line 1 and becomes unable to collect current (no voltage).

In addition, a cross section in which the ends of two overhead contact lines are overlapped in parallel may be used as a substitute for the dead section 14, but in this case, due to the structure, the pantograph 2 may bounce and become detached from the track, causing collection problems. There will be a lack of electricity or an inability to collect electricity. Hereinafter, the dead section and cross section will be simply referred to as sections.

Fig. 7 <a> and <b> show the filter capacitor voltage Ecf and main motor current 1. 1 is a waveform diagram showing changes in , with time plotted on the horizontal axis. The voltage of overhead line 1 is 300
Assume that it is 0V. When the electric car 15 enters the characteristic acceleration area (the area where the 11L electric car is accelerated and the speed becomes high and the main motor voltage and the power supply voltage have almost equal values with opposite polarity) from the linear acceleration section Tl, the main motor t[1m is shown in Figure 7 (
It gradually decreases as shown in l. In this state, when the pantograph 2 passes through the section 14 and becomes disconnected from the wire, resulting in insufficient current collection, the filter condenser fEtyf decreases as shown in FIG. 7 (α) (in the case shown, 1000
decrease). However, in general, the disconnection time of pantograph 2'
13 is extremely short, about 50 my on the English side. In this state, the main motor voltage is sufficiently high, so
Main motor current1. As shown in Figure 8g7 (A), the amount decreases rapidly and may cause backflow.

By the way, as mentioned above, the filter capacitor voltage Ec7
When a decrease in the current f, or an extreme decrease in the main motor current f, occurs, the light tit of the chopper 90 commutation capacitor decreases in proportion to the decrease, and the commutation ability for the main thyristor decreases accordingly. The chopper 9 is operating even during the disconnection time T3, and during this operation, due to the decrease in the commutation ability, the main thyristors connected in series are divided into thyristors that can commutate and those that cannot commutate due to the difference in the characteristics of these elements. Either a partial commutation failure occurs, resulting in a failure of commutation, or a condition occurs in which all main thyristors fail to commutate and become conductive.

In such a state, when the line separation force of the pantograph 2 is terminated and the pantograph 2 and the contact line 1 come into contact, if the main thyristor of the chopper 9 is in a state of partial commutation failure, it is cut off due to commutation. The full power line voltage will be applied to the main thyristor, leading to destruction of the main thyristor. Further, when all the main thyristors are in a state where commutation has failed, the filter capacitor voltage Ecf increases and the main motor current IM attempts to flow to a normal value, so an overcurrent due to an inrush current flows. Such an overcurrent not only causes damage to equipment in the circuit, such as a rushover of the traction motor 6, but also causes a situation in which a high-speed circuit breaker must be activated and the vehicle must be stopped according to regulations.

The following means can be considered as a means to avoid the above-mentioned drawbacks. FIG. 8 is a block diagram of a possible control device. In the figure, 16 is a comparator that compares the variation ΔEcf of the filter capacitor voltage Ecf detected by the voltage detector 13 with a certain reference value, 17 is a control circuit that generates a command to turn off the breaker 3, and 18 is an overload control circuit. This is an ignition circuit that ignites the pressure suppression thyristor 12.

Now, when disconnection occurs in the pantograph 2, the filter capacitor voltages E and f decrease, and the amount of change ΔEc1 becomes large and exceeds the reference value. Due to this.

Comparator 16 outputs No. A4, and this signal activates control circuit 17 to cut off circuit breaker 3.
The above signal activates the ignition circuit 18, turns on the overvoltage suppression thyristor 12, discharges the charge in the filter capacitor 5, and eliminates the filter capacitor voltage Ecf. As described above, one possible means is to cut off the main circuit when disconnection occurs, thereby stopping the operation of the chopper 9, thereby eliminating partial commutation failure of the main thyristor.

However, it usually takes about 1QQmy after the overvoltage suppression thyristor 12 is turned on until the breaker 3 is turned off. As mentioned above, the pantograph disconnection time is approximately 59 ms, during which time the chopper 9 is in operation and the normal commutation ability is lost. In this state, pantograph 2 is on train i1j! 1, but since the breaker 3 is not yet turned off at this time, the above-mentioned drawback is difficult to avoid. In addition, since the breaker 3 is activated every time the pantograph 2 is disconnected, the frequency of operation of the breaker 3 increases unnecessarily, shortening the life of the breaker 3. A problem arises in that excessive deceleration occurs and the riding comfort deteriorates considerably.

FIG. 9 is a block diagram of another possible control device. In the figure, 16 is the same comparator as shown in FIG. 8, and 19 is a gate stop command circuit for stopping the operation of each thyristor of the chopper 9.

As mentioned above, when the comparator 16 detects that the pan tag 2 is out of line, the comparator 16 outputs a signal, which activates the gate stop command circuit 19 and stops the operation of the chopper 9. I end up. Therefore, chopper 9
No failure of commutation of the main thyristor occurs, and the drawbacks caused by the pantograph disconnection and the problems of the control device shown in FIG. 8 appear to be resolved. However, such means still leaves problems with the control device shown in FIG. The reason for this will be explained using a diagram.

FIG. 10(eL)% (A) is a waveform diagram of filter capacitor voltages E, f and traction motor current IM. Suppose now that the comparator 16 detects the disconnection of the pantograph 2 at point A shown in the figure and outputs a signal. At this time, the chopper 9 stops operating due to the operation of the gate stop command circuit 19, and the main motor current I is rapidly cut off. Due to the voltage of the filter reactor 4 due to this rapid cut-off, the filter reactor
The dayt*pressure Ecl rapidly rises as shown in FIG. 10 (α) and exceeds the overvoltage threshold setting value (for example, 4000 V). Therefore, the circuit breaker 3 is turned off, and at the same time, the overvoltage suppression thyristor 12 is fired. In the end, even with the control device shown in FIG. 9, the circuit breaker 3 is operated every time the pantograph 2 separates from the line, and the problems associated with this still exist.

[Purpose of the invention]

An object of the present invention is to solve the above-mentioned problems, and to be able to prevent overvoltages and overcurrents that occur when a current collector passes through a section without operating a circuit breaker.
An object of the present invention is to provide an electric vehicle control device capable of suppressing shocks during running.

[Summary of the invention]

In order to achieve the above object, the present invention detects the state of current collection from the current collector using a detection device, and gradually controls the current flowing through the rotating electrical machine using the control section in accordance with the amount of change in the detected value. It is characterized in that it is made to decrease.

[Embodiments of the invention]

Hereinafter, the present invention will be explained based on illustrated embodiments.

FIG. 1 is a block diagram of a control device according to an embodiment of the present invention. In the figure, 16 is the same as the comparator shown in FIGS. 8 and 9, and the change amount ΔEc of the filter capacitor voltage Ecf is
This is a comparator that compares f with a predetermined reference value.

20 is a main motor current restricting circuit. This traction motor current throttling circuit 20 is constituted by a logic circuit, and outputs a pulse that gradually reduces the traction motor current IM to the gate of the chopper 9. This is carried out in accordance with a program that takes into consideration the commutation characteristics of the main thyristor and sets the current IM to a current value within a range that does not cause commutation failure.

That is, the traction motor current throttling circuit 20
The gate of the chopper 9 is controlled so that M has a current value that corresponds to the operating capacity of the chopper 9.

21 is a timer that opens the circuit after a certain period of time, and is connected in series to the main motor current throttling circuit 20. A timer 22 is connected to the comparator 16, and delays its output for a certain period of time longer than the time set by the timer 21.

Next, the operation of this embodiment will be explained using the filter capacitor voltage ECf and main motor electric fiIM shown in FIG. 2 (α) and (b).
This will be explained with reference to the waveform diagram. Now, at time A point, when the comparator 16 detects disconnection of the pantograph 2 and outputs a signal, the traction motor current throttling circuit 20 operates, and the traction motor 'tmIn. A command signal is output that gradually narrows down the range. This command signal is a signal generated according to the operating capability of the chopper 9, as described above. As a result, the main motor current IM gradually decreases as shown in FIG. 2Cb). When the time T4 (for example, 25 minutes) has elapsed, the timer 21 operates and opens the gate circuit, so that the chopper 9 stops operating. This decrease in nr:fN is shown in Figure 10 (b
) is not a sudden decrease as shown in FIG. 2(b), the rate of change in the current of the filter reactor 4 ("/dt) is also small, and therefore the filter capacitor voltage Ecf The rise caused by the filter reactor 4 can be suppressed.As shown in FIG.
V ) or less (for example, about 3600 V). After the signal is output from the comparator 16, the time (T4
-)-'I''.

) has elapsed, a signal delayed by the timer 22 is output to the chopper 9, and from this K the chopper 9 starts operating again in the same manner as when it is started normally.

Note that the time Ts is, for example, 100077L, ? K is selected.

In this way, in this embodiment, the disconnection of the pantograph is detected, the traction motor current is gradually reduced within the operating capacity of the chopper by the current throttling circuit, and the timer is used to stop the traction motor current after a certain period of time. OFF, and then after a predetermined period of time, another timer is used to restart the chopper operation, which prevents overvoltage and overcurrent due to chopper commutation failure, and also prevents the breaker from operating. , it is possible to prevent a decrease in the life of the circuit breaker and improve riding comfort.

FIG. 3 is a block diagram of a control device according to another embodiment of the present invention. In the figure, 23 is a comparator that detects the voltage Ecc of the aforementioned commutating capacitor (not shown) (proportional to the filter capacitor voltage Ecf), compares this detected value with a predetermined reference value, and outputs the difference. do. 24 is a comparator 23
25 is a chopper opening command circuit consisting of a logic circuit that opens the chopper 9 according to the output of the comparator 23.

The operation of this embodiment will be described with reference to the waveform diagrams of control capability and main motor current IM shown in FIGS. 4(α) and 4(b). The comparator 23 constantly monitors its chopper 90 control ability by comparing the commutating capacitor voltage Ercc with a reference t)f. As shown in FIG. 4 (α), when the control capability level drops, the chopper throttle command circuit 24 operates in response to this, and issues a command to the gate circuit of the chopper 9 to throttle the main motor taIu. Output a signal. Therefore, the main motor ttfiIM is gradually reduced as shown in FIG. 4(b) in accordance with the control ability of the chopper 9. From this state, when the control ability of the chopper 9' is restored by the comparator 23, the chopper aperture command circuit 24 stops operating, the chopper opening command circuit 25 starts operating, and the main motor current IM is applied to the gate circuit of the chopper 9. Outputs a command signal that increases the Therefore, the main motor 'N, a I M is gradually increased according to the chopper 90 control ability as shown in FIG. 4(b).

In this way, on the actual flow side, the control ability of the chopper is detected by the comparator and the gate circuit of the chopper is controlled accordingly, so that it has the same effect as the example of Sagi, and the chopper Since there is no need to forcibly stop the operation, the riding comfort can be further improved.

〔Effect of the invention〕

As described above, in the present invention, the state of current collection from the current collector is detected, and the control unit gradually decreases the flow rate of tSt in response to a change in the detected value. It is possible to prevent overvoltage and overcurrent when passing through a section without activating the circuit breaker, and by deactivating the circuit breaker and gradually reducing the amount of current, it suppresses shock while driving and improves riding comfort. can do.

[Brief explanation of the drawing]

Figure 1 is a block diagram of an electric vehicle control device according to an embodiment of the present invention, Figures 2 (α) and (b) are waveform diagrams of filter capacitor voltage and traction motor current of the device shown in Figure 1; 3
The figure is a block diagram of an electric vehicle control device according to another embodiment of the present invention, and FIGS. 4(α) and (h) are waveform diagrams of the side slope capability level of the chopper and the main motor current of the device shown in FIG. , Figure 5 is a circuit diagram of the main circuit of the electric car, Figure 6 is a feeding system diagram,
Figures 7 (α) and (b) are waveform diagrams of the filter capacitor voltage and main motor current at the time of disconnection, Figures 8 and 9 are block diagrams of possible electric vehicle control devices, and Figure 10 (α).
, (b) are waveform diagrams of the filter capacitor voltage and main motor current of the device shown in FIG. 9. 1...Train line, 2...Pantograph,
3... Breaker, 4... Filter reactor, 5-°゛... Filter capacitor, 6...
...Main motor, 9...Chopper, 10...
... Gate control device, 12 ... Overvoltage suppression thyristor, 13 ... Voltage detector, 14 ...
... Dead section, 16, 23... Comparator, 20... Main e# machine 1 flow restriction circuit, 21
, 22...Timer, 241001.・Chotsuno (Aperture command circuit, 25... Chopper opening command circuit Figure 1 Figure 2 Figure 3 Figure 4! Figure 17

Claims (1)

[Claims] 1. An electric car comprising a current collector in contact with an overhead contact line, a rotating electric machine connected to the current collector, and a control unit connected in series to the rotating electric machine, An electrical device comprising: a detection device for detecting a state of current collection from a current collection device; and means for gradually decreasing the amount of controlled current by the control unit in response to a change in a detected value of the detection device. In a vehicle control device 2, in claim 1, the control unit is configured with a chopper using a thyristor.In an electric vehicle control device 3, in claim 1, the detection The device is
An electric vehicle control device characterized in that it is a voltage detection device that detects the voltage of a filter capacitor connected to the current collector.