JPS6160644B2 - - Google Patents

Description

[Detailed Description of the Invention] The present invention relates to an electric vehicle control device, and in particular, receives a target speed command given from the ground on the vehicle, and automatically controls acceleration or deceleration of the train while comparing it with the train speed. Related to electric vehicle control devices suitable for automatic driving.

First, it operates according to the automatic operation control device and its commands. The main motor current control device will be explained.

FIG. 1 is a block diagram showing an example of an automatic operation control device. In this figure, 1 is a ground coil;
For example, if there are five types of target speeds for the route, the structure is such that it can transmit five different frequencies corresponding to the target speeds. Reference numeral 2 denotes an onboard transducer, which is an antenna for receiving the signal transmitted from the ground transducer 1 on the vehicle, and numeral 3 transmits the received frequency through a band pass filter, etc., to which the ground transducer 1 commands which target speed. 4 is a speed generator that generates a frequency or voltage proportional to the train speed; 5 is a speed generator that compares the outputs of the receiver 3 and the speed generator 4 to determine the difference between the target speed and the train speed, i.e. Logic command device that calculates speed deviation; 6 is a command relay unit that generates a power running or brake command and a notch command according to its output; 7 to 14 are output command lines thereof; 7 is a power running command; 8 is a power running command; 9 is a power running 2-notch command, 10 is a power running 3-notch command, 11 is a brake command, 12 is a brake 1-notch command, 13 is a brake 2-notch command, and 14 is a brake 3-notch command. That is, an example of a device is shown in which commands 7 to 14 issue commands of 3 notches for power running and 3 notches for braking, a total of 6 notches.

FIG. 2 shows the operation of the logic command device 5 and the command relay section 6 of FIG. 1, and shows the relationship of the notch to the speed deviation ΔV. That is, when the train speed is higher than the target speed, a brake command is issued, and when it is lower than the target speed, a power running command is issued. Further, the higher the train speed, the higher the brake notch is commanded, and the lower the train speed, the higher the power running notch. A higher notch instructs the traction motor's current control device to produce a correspondingly greater braking or pulling force.

Figure 3 shows an example of a main motor current control device.
The wiring diagram of the main circuit chopper control device with regenerative brake is shown.

In this figure, 15 is the contact wire, 16 is the pantograph, 17 is the main motor armature, 18 is the main motor series field coil, 19 is the chopper, 20 is the main smoothing reactor, and 21 is the main motor when the chopper is off. A freewheel diode for circulating the motor current, 22 a first breaker for disconnecting the main circuit from the overhead contact line 15, 23 a main motor circuit breaker, and 24 to 27 the main circuit for power running and regeneration. Cam contactor of P-B converter for switching with brake, 2
4 and 25 are closed during power running, and 26 and 27 are closed during regenerative braking. 28 is the ground of the main circuit. Reference numerals 29 and 30 denote a filter reactor and a filter capacitor, which are provided to smooth the overhead line current, and 31 is the automatic operation control device shown in FIG. 32 is a PB converter camshaft, 33 is a powering side operating coil for converting the PB converter camshaft to the powering side, 34 is a brake side operating coil for switching to the brake side, and 35 is the first The operation coil of the shield breaker, 36 to 38 are its interlocking contacts, 39 is the operation coil of the second shield breaker, 40
〜42 is the interlocking contact, 43 is the control circuit power supply, 4
4 is the grounding of the control circuit; 45 is a powering pattern circuit that gives a powering tension command to a gate control circuit that controls the on-off cycle of the chopper, which will be described later, according to commands from powering notch command lines 8, 9, and 10; 46 is the same; Brake notch command lines 12, 13 and 1
A regenerative brake pattern circuit 47 converts the command 4 into a regenerative braking force command, and a gate control circuit 47 controls the chopper by these outputs.

In FIG. 3, when the power running command line 7 is pressurized, if the P-B converter camshaft 32 is on the brake side, the power running operation coil 33 is energized and the camshaft 32 is turned off. Switch to the power running side under open circuit conditions. Next, the first shield breaker operating coil 35 and the second shield breaker operating coil 39 are excited to form a main circuit. The first breaker 22 and the second
When the interlocking contacts 38 and 42 of the shield breaker 23 close, the gate control circuit 47 begins operating and the chopper 19 begins chopping. At this time, the main motor current is controlled by the output of the power running pattern circuit 45.

Also, when the brake command line 11 is pressurized, P
-B converter camshaft 32 is switched to the brake side by energizing its brake-side operation coil 34, and subsequently, the second shear breaker operation coil 39 and the first shear breaker operation coil 35 are energized, resulting in regeneration. A brake circuit is configured.

FIG. 4 is a diagram showing the relationship between the train speed V _T and the target speed V _P as a result of such control. If the engine is started from point A, the speed deviation ΔV is large at first, so the engine accelerates by three notches during power running. As the train speed _VT increases and approaches the target speed _VP , the number of power running notches increases from 3 notches to 2 notches and then to 1 notch. If the speed V _T increases further, the power running circuit is finally turned off. Thereafter, if the train is accelerated on a downhill slope, a brake command is issued and the train decelerates, and if the train is decelerated, a power running command is issued and the train is accelerated.

The above is the principle of automatic driving control.

The present invention relates to an electric vehicle equipped with such an automatic driving function, and since it particularly relates to power running control, only the power running control will be described below.

Even if an electric vehicle has an automatic driving function configured as shown in Figure 3, it may be necessary to operate it in a garage or on a route that is not equipped with a beacon for automatic driving, or when the automatic driving control device malfunctions. Generally, it is equipped with a main controller.

FIG. 5 is a wiring diagram showing the relationship between the automatic operation control device and the master controller. In this figure, the first
The same reference numerals as those in the figures and FIG. 3 indicate the same or equivalent parts. Further, 48 is a master controller. When operating with the master controller 48, if the handle is advanced to the power running notches 1 to 3, the power running command line 7 and the power running notch command lines 8, 9 and 10 are pressurized in sequence.

In an actual circuit, an operation changeover switch or the like is required to switch the operation mode between automatic operation and manual operation by the main controller, but it is not shown here to simplify the explanation.

In this way, when the power running command line 7 and the power running notch command lines 8, 9, and 10 are pressurized, the current control device of the main motor operates according to the command lines.

Generally, when a notch is detected during manual operation by the main controller 48, the flow rate of the chopper is controlled to a value corresponding to the notch. Fixing the current flow rate of the chopper means controlling the voltage applied to the traction motor to a constant value, and in this way, the series resistance of the conventional traction motor is gradually shorted with a resistive shorting contactor. This is because it has almost the same characteristics as a so-called resistance control vehicle that controls the main motor current, making it convenient to handle. The main motor characteristic curve in this case is as shown in FIG. When starting from speed 0, the current and speed change as shown by the dotted line in FIG.
The maximum value I _nax of the starting current is set in advance, and the main motor current is controlled so as not to exceed this.

In automatic operation, as in manual operation, it is possible to provide a notch by fixing the chopper flow rate and use this to control the speed, but in this case there is one problem.

The reason is that the tensile force when the notch changes is large. For example, suppose that a larger tensile force is required while the vehicle is running at point X in FIG. 6, that is, the speed deviation increases. Then, a 3-notch command was issued,
The main motor current increases from point X to the maximum starting current I _nax . In reality, for example, the speed deviation is 1 km/
Even if the vehicle only needs to accelerate slightly, the vehicle will be accelerated at the maximum acceleration, which is unfavorable in terms of riding comfort.

In addition, in the example shown in Figure 6, the change in the tensile force between the 2nd and 3rd notches is about two-thirds of the maximum tensile force of the main motor, and an intermediate tensile force between the 2nd and 3rd notches is required. In such a case, the number of times of switching between 2-notch and 3-notch is increased, further worsening the riding comfort.

The purpose of the present invention is to eliminate this problem and perform automatic driving with good ride comfort, and also to provide a maximum motor voltage command according to the notch while keeping the motor current command constant, as in the case of abnormalities in the automatic driving control device. An object of the present invention is to provide an electric vehicle control device that allows easy handling and manual operation.

In order to achieve this object, the present invention provides an automatic operation control device that is installed in a train and generates a motor current command of a magnitude corresponding to a speed deviation between a target speed command and an actual speed, and a notch selection device that can be operated manually. A master controller that sets one of a plurality of maximum motor voltage commands that differ for each notch, means for transmitting the motor current command or maximum motor voltage command to electric vehicles in the train, and means for determining whether the operation is manual operation; means for generating a scheduled maximum motor voltage command when the output of the determination means indicates automatic operation; and means for generating a scheduled maximum motor voltage command within the range of the maximum motor voltage command; means for controlling the current; and means for generating a scheduled motor current command when the output of the determining means is manual operation;
The present invention is characterized by comprising means for controlling the motor current according to the scheduled motor current command within the range of the maximum motor voltage command selected by the master controller.

Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.

FIG. 7 is a traction motor characteristic curve diagram during automatic operation of the electric vehicle control device according to an embodiment of the present invention.
In this example, the starting current is changed for each notch. In starting from speed 0, since the speed deviation from the target speed is large, three notches are commanded, and the main motor is controlled by the current control device so that the maximum starting current commanded by three notches is reached. When the electric vehicle speed approaches the target speed and the speed deviation becomes smaller, the power running notch command from the automatic driving control device changes from 3 notches to 2 notches to 1 notch. If the speed deviation becomes even smaller, the notch is turned off. 7th
In the figure, changes in the main motor current during this period are shown by a dotted line when the target speed is low, and by a two-dot chain line when the target speed is high.

As explained in Fig. 6, if a slight speed deviation occurs while running at point do.
In this way, when a slight speed deviation occurs, the change in the tensile force between the notches can be made much smaller than that shown in FIG. 6, and the riding comfort can be greatly improved.

8 is a wiring diagram showing an example of a specific power running pattern circuit for obtaining the characteristics shown in FIGS. 8 and 7. FIG.
In this figure, 49 is an automatic operation command line that instructs the main motor current control device that automatic operation is in progress, and is pressurized when the automatic operation control device 31 is operating. 50 is an automatic operation relay operation coil that is excited when the automatic operation command line 49 is pressurized;
1 to 58 are interlocking contacts, and 59 is a current pattern operational amplifier, the output of which corresponds to the set value of the maximum starting current. 60 to 63 are input resistances of the current pattern operational amplifier 59, and 64 is its feedback resistance. 65 is an arithmetic amplifier for limiting the conduction rate, the output of which corresponds to the set value of the maximum conduction rate of the chopper. 66
69 is its input resistance, and 70 is its feedback resistance. Reference numeral 71 denotes a conduction rate limiting circuit that limits the actual chopper conductivity by the outputs of the current pattern operational amplifier 59 and the conduction rate limiting operational amplifier 65. The current pattern limiting circuit 71 compares the output of the current pattern arithmetic amplifier 59 with the actual traction motor current (not shown in the figure), and if the traction motor current is small, the chopper current The maximum conduction rate is limited by the output of the operational amplifier 65 for limiting the conduction rate.

In this figure, the power running notch command lines 8, 9 and 10 are normally DC100V, while the operational amplifier 5
9 and 65 are generally used at DC15V, so the power running notch command lines 8, 9 and 10 and the operational amplifier 5
9, 65 input resistors 61-63 and 66-68
Although it is necessary to place a voltage divider between the two or to temporarily use a relay, these are omitted since this figure is a diagram of the principle.

In FIG. 8, during manual operation, the automatic operation relay operating coil 50 is not excited. Then, the input of the current pattern arithmetic amplifier 59 is
It is connected to the power supply 43 via the automatic operation relay interlocking contact 55 and the input resistor 60. That is, it is constant regardless of the notch. The fact that the input is constant means that the output of the pattern arithmetic amplifier 59 is constant, that is, the maximum starting current setting value is constant. On the other hand, the input to the arithmetic amplifier 65 for limiting the conduction rate changes for each notch. At one notch, the notch command line 8 is pressurized. For two notches, notch command lines 8 and 9 are pressurized, and for three notches, notch command lines 8, 9, and 10 are pressurized. Since the conduction rate limiting operational amplifier 65 acts as an adder here, the output is different for each notch, and its magnitude becomes larger as the notch becomes larger. In other words, the maximum conduction rate setting value of the chopper is different for each notch. If controlled in this manner, the main motor characteristics as shown in FIG. 6 can be obtained. On the other hand, in automatic operation, the automatic operation relay operation coil 50 is excited. Then, the inputs of the current pattern operational amplifier 59 become the notch command lines 8, 9, and 10, so that the output differs for each notch. That is, the maximum starting current setting value is different for each notch. However, the input to the conduction rate limiting operational amplifier 65 is from the control power source 43 via the automatic operation relay interlocking contact 54 and the input resistor 69, and is constant regardless of the notch. At this time, the output of the arithmetic amplifier 65 for limiting the conduction rate is
If the current flow rate is set to the maximum that the chopper can produce, the main motor characteristics as shown in FIG. 7 will be obtained.

The method in FIG. 7 equivalently results in a reduction in the number of notches as the speed increases. For example, if you are trying to drive at point Y in Figure 7,
Even if a notch or a 3-notch is commanded, a current larger than the current I ₀ at a speed V ₀ determined by the characteristics of the main motor cannot flow, so the 2-notch and the 3-notch have the same current value, and as a result, the control function This is because although there are three notches, it is essentially the same as having only two notches.

FIG. 9 is a traction motor characteristic curve diagram during automatic operation of the electric vehicle control device according to an embodiment of the present invention, which is a further improvement of FIG. 7. The feature of this diagram is that in addition to changing the maximum starting current for each notch, the maximum conduction rate also changes for each notch. If the maximum conduction rate is also changed in this way, when the target speed is low, the control is performed as shown by the dotted line in the same way as in Figure 7, but when the target speed is high, the traction motor is controlled at each notch. Since the maximum applied voltages are different, the control is performed as shown by the two-dot chain line, which provides good ride comfort and allows control without substantially decreasing the number of notches even in the high-speed range. becomes.

FIG. 10 is a wiring diagram showing an example of a specific power running pattern circuit for obtaining the characteristics shown in FIG. 9. The difference from FIG. 8 is that automatic operation relay interlock contacts 72 to 74 and input resistors 75 to 77 are provided instead of automatic operation relay interlock contact 54 and input resistor 69. In this way, even during automatic operation, the maximum flow rate can be set to an arbitrary value for each notch.

In each of the above embodiments, both manual operation and automatic operation have been explained using three notches, but the present invention relates to control of the main motor in each notch, and is of course not limited to the number of notches.

As described above, according to the present invention, during automatic operation, the motor current is controlled according to each motor current command within the range of the scheduled maximum motor voltage command. If the automatic operation device is abnormal and manual operation is to be performed, the motor voltage will be within the range of one of the multiple maximum motor voltage commands that differ for each notch selected by the main controller. Since the motor current is controlled according to the scheduled motor current command,
As before, it is possible to perform speed control that is convenient to handle, in which the motor current command is constant and the maximum motor voltage command is variable according to the notch.

[Brief explanation of the drawing]

Fig. 1 is a block diagram showing an example of an automatic operation control device, Fig. 2 is an explanatory diagram showing the relationship between power running and brake notches with respect to speed deviation, Fig. 3 is a wiring diagram of a current control device for a main motor using chopper control,
Figure 4 is a travel curve diagram during automatic operation, Figure 5 is a wiring diagram showing the relationship between the main controller and automatic operation control device,
Figure 6 is a traction motor characteristic curve diagram during manual operation, Figure 7
The figure is a traction motor characteristic curve diagram during automatic operation of an electric vehicle control device according to an embodiment of the present invention, and FIG. 8 is a diagram of a power running pattern circuit according to an embodiment of the present invention to obtain the characteristics shown in FIG. A wiring diagram, FIG. 9 is a main motor characteristic curve diagram during automatic operation of an electric vehicle control device according to another embodiment of the present invention, and FIG. 10 is another embodiment of the present invention for obtaining the characteristics shown in FIG. 9. FIG. 2 is a wiring diagram of a power running pattern circuit according to an example. 7...Power running command, 8-10...Power running notch command, 17...Main motor armature, 18...Main motor field coil, 19...Chipper, 31...Automatic operation control device, 43...Control circuit Power line, 45...
Powering pattern circuit, 47... Gate control circuit, 4
8...Main controller, 49...Automatic operation command line, 5
0... Automatic operation relay operation coil, 51 to 58,
72-74... Automatic operation relay interlocking contact, 59...
...Arithmetic amplifier for current pattern, 60-63, 66
~69, 75~77...Input resistance, 65...Arithmetic unit for limiting conduction rate, 71...Conductivity rate control circuit.

Claims (1)

[Scope of Claims] 1. An automatic operation control device that is installed in a train and generates a motor current command of a magnitude corresponding to a speed deviation between a target speed command and an actual speed, and a notch-by-notch control device that generates a motor current command of a magnitude corresponding to a speed deviation between a target speed command and an actual speed. A main controller that sets one of a plurality of different maximum motor voltage commands, a means for transmitting the motor current command or the maximum motor voltage command to electric vehicles in the train, and a means for transmitting the motor current command or the maximum motor voltage command to electric vehicles in the train, and a means for determining whether the train is automatically operated or manually operated. means for determining, when the output of the determining means is automatic operation, means for generating a scheduled maximum motor voltage command; and controlling the motor current according to the motor current command within the range of the maximum motor voltage command. means for generating a scheduled motor current command when the output of the determining means indicates manual operation; and means for generating a scheduled motor current command within the range of the maximum motor voltage command selected by the master controller; An electric vehicle control device comprising: means for controlling a motor current. 2. The electric vehicle control device according to claim 1, wherein the scheduled maximum motor voltage command is set to a value corresponding to the magnitude of the speed deviation. 3. Claim 1 is characterized in that the transmission means includes a common transmission means for switching and transmitting the motor current command during automatic operation and the maximum motor voltage command during manual operation. Electric vehicle control device.