JPS62207105A - Controller for diesel electric rolling stock - Google Patents
Controller for diesel electric rolling stockInfo
- Publication number
- JPS62207105A JPS62207105A JP61048478A JP4847886A JPS62207105A JP S62207105 A JPS62207105 A JP S62207105A JP 61048478 A JP61048478 A JP 61048478A JP 4847886 A JP4847886 A JP 4847886A JP S62207105 A JPS62207105 A JP S62207105A
- Authority
- JP
- Japan
- Prior art keywords
- generator
- auxiliary generator
- engine
- winding
- main
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
Links
- 238000005096 rolling process Methods 0.000 title 1
- 238000004804 winding Methods 0.000 claims abstract description 19
- 230000006698 induction Effects 0.000 claims abstract description 9
- 238000001816 cooling Methods 0.000 claims description 2
- 230000005284 excitation Effects 0.000 abstract description 4
- 230000003137 locomotive effect Effects 0.000 description 4
- 230000000694 effects Effects 0.000 description 2
- 238000010586 diagram Methods 0.000 description 1
- 230000005611 electricity Effects 0.000 description 1
- 238000005516 engineering process Methods 0.000 description 1
- 238000002844 melting Methods 0.000 description 1
- 230000008018 melting Effects 0.000 description 1
- 239000000203 mixture Substances 0.000 description 1
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B3/00—Engines characterised by air compression and subsequent fuel addition
- F02B3/06—Engines characterised by air compression and subsequent fuel addition with compression ignition
Landscapes
- Electric Propulsion And Braking For Vehicles (AREA)
Abstract
Description
【発明の詳細な説明】
〔産業上の利用分野〕
本発明はディーゼル電気車の制御装置の改良に関し、特
に補助発電機からの電力供給制御に係るものである。DETAILED DESCRIPTION OF THE INVENTION [Industrial Field of Application] The present invention relates to an improvement in a control device for a diesel electric vehicle, and particularly relates to control of power supply from an auxiliary generator.
従来のディーゼル電気機関車は、例えば、特開昭５４−
４７２１９号公報に開示されたように、補助発電機から
、主発電機の界磁を励磁する外、制御整流装置を通して
バッテリを浮動充電しつつ自助および他の負荷への給電
を行う思想が公知である。Conventional diesel electric locomotives are, for example,
As disclosed in Japanese Patent No. 47219, there is a known concept in which the auxiliary generator not only excites the field of the main generator, but also float-charges the battery through a controlled rectifier while supplying power to self-help and other loads. be.
ところで、ディーゼル電気車の補助発電機には、例えば
、エンジンのラジェータファンを駆動する誘導電動機の
ように、エンジンの回転数に沿い、電圧対周波数の比（
ｖ／ｆ）が一定である電源を必要とする負荷と、補助発
電機自身の界磁を励磁する、いわゆる自動電源としての
低い定電圧源を要する負荷とが混在している。By the way, the auxiliary generator of a diesel electric vehicle has a voltage to frequency ratio (
There is a mixture of loads that require a power source with a constant (v/f) and loads that require a low constant voltage source, which is a so-called automatic power source that excites the field of the auxiliary generator itself.
このとき、補助発電機の界磁は、エンジン回転数によっ
て変化する補助発電機の回転数の変化に影響されること
なく、一定の励磁に保たれ、その結果、補助発電機の出
力はｖ ／ ｆ ＝一定に保つことができる。しかし、
このように回転数によって出力電圧が変化することは、
一定励磁を保つべき自動装置としては不具合を伴う。す
なわち、補助発電機の出力交流から制御整流装置を通し
て低い定電圧を得ようとすると、制御整流装置の位相制
御角が極めて小幅となり、力率が悪化し、整流装置内の
サイリスク等の素子の利用率も悪化する。At this time, the field of the auxiliary generator is kept at a constant excitation without being affected by the change in the rotational speed of the auxiliary generator, which changes depending on the engine speed, and as a result, the output of the auxiliary generator is v / f = can be kept constant. but,
This change in output voltage depending on the rotation speed means that
As an automatic device that must maintain constant excitation, this is accompanied by problems. In other words, when attempting to obtain a low constant voltage from the output AC of the auxiliary generator through the controlled rectifier, the phase control angle of the controlled rectifier becomes extremely narrow, the power factor deteriorates, and the use of elements such as silice in the rectifier becomes difficult. The rate also worsens.
本発明の目的は、補助発電機の自動用制御整流装置の力
率および利用率を向上することである。The object of the present invention is to improve the power factor and utilization factor of an automatic controlled rectifier for an auxiliary generator.
本発明の特徴とするところは、ディーゼル電気車の補助
発電機から、主発電機の界磁、誘導電動機および補助発
電機の自動電源を得るものにおいて、上記主発電機の界
磁と誘導電動機に供給する第１の電機子巻線の外に、自
助電源をとるための比較的低圧の第２の電機子巻線を設
けることである。The present invention is characterized in that the field of the main generator, the induction motor, and the automatic power source of the auxiliary generator are obtained from the auxiliary generator of a diesel electric vehicle, and the field of the main generator and the induction motor are In addition to the first armature winding to be supplied, a second armature winding of relatively low voltage is provided for obtaining a self-supporting power source.
このように構成することによって、自動用制御整流装置
の位相制御角は充分に広幅となり、力率および整流装置
内のスイッチング素子の利用率が高まる。また、この自
動による補助発電機の一定励磁によって必然的に、補助
発電機の出力交流はｖ ／ ｆ ＝一定とすることもで
きる。With this configuration, the phase control angle of the automatically controlled rectifier can be made sufficiently wide, increasing the power factor and the utilization rate of the switching elements in the rectifier. Furthermore, due to this automatic constant excitation of the auxiliary generator, the output AC of the auxiliary generator can also be set to v/f = constant.
図は本発明によるディーゼル電気機関車の電気系の構成
を示すもので、ディーゼルエンジンｌが主発電機２と補
助発電機３に直結されている。主発電機２の電機子２１
は、主整流器４に接続され、主電動機５へ給電する。The figure shows the configuration of the electrical system of a diesel-electric locomotive according to the present invention, in which a diesel engine 1 is directly connected to a main generator 2 and an auxiliary generator 3. Armature 21 of main generator 2
is connected to the main rectifier 4 and supplies power to the main motor 5.
補助発電機３の第１の電機子３１は、整流回路６、チョ
ッパ７を介して主発電機２の界磁巻線２２に接続され、
チョッパ制御器８によって、主発電機２の出力電圧を制
御する。第１の電機子３１は、エンジンのラジェータフ
ァンを駆動する誘導電動機９に直接的に接続され、エン
ジン回転数に比例した周波数と電圧を供給する。従って
、ラジェータファンは、エンジン回転数にほり比例した
速度で回転する。The first armature 31 of the auxiliary generator 3 is connected to the field winding 22 of the main generator 2 via a rectifier circuit 6 and a chopper 7.
The chopper controller 8 controls the output voltage of the main generator 2. The first armature 31 is directly connected to the induction motor 9 that drives the radiator fan of the engine, and supplies a frequency and voltage proportional to the engine speed. Therefore, the radiator fan rotates at a speed that is roughly proportional to the engine speed.
補助発電機３の第２の電機子巻線３２は、比較的低圧の
交流を出力するように巻線を選ばれており、自動用およ
びバッテリ１０浮動充電用を兼ねた制御整流装置１１へ
接続される。１２はその制御装置であり、定電圧制御系
として動作する。制御整流装置１１の出力は、バッテリ
１０に接続される外、補助発電機３の界磁巻線３３とト
ランジスタ１３の直列体にも接続される。１４は、トラ
ンジスタ１３を定電流制御する制御器である。The second armature winding 32 of the auxiliary generator 3 is selected to output relatively low-voltage alternating current, and is connected to a controlled rectifier 11 for automatic use and for floating charging of the battery 10. be done. Reference numeral 12 denotes a control device thereof, which operates as a constant voltage control system. The output of the controlled rectifier 11 is connected not only to the battery 10 but also to the series body of the field winding 33 of the auxiliary generator 3 and the transistor 13. 14 is a controller that controls the transistor 13 with a constant current.
前記整流回路（順変換器）６の出力は、インバータ（逆
変換器）１５にも供給され、その出力は、主電動機への
送風電動機群１６へ供給される。１７はインバータ制御
器であり、主電動機５の電流値や温度検出値に応じた冷
却制御を行うものである。The output of the rectifier circuit (forward converter) 6 is also supplied to an inverter (inverse converter) 15, and its output is supplied to a group of blower motors 16 for supplying the main motor. Reference numeral 17 denotes an inverter controller, which performs cooling control according to the current value of the main motor 5 and the detected temperature value.
さて、エンジンの始動に際して、接触器１８および１９
を閉じ、インバータ１５を制御し、バッテリ１０から、
接触器１９、インバータ１５および接触器１８を通して
、主発電機２の電機子２１を励磁する。Now, when starting the engine, the contactors 18 and 19
is closed, the inverter 15 is controlled, and the battery 10 is
The armature 21 of the main generator 2 is excited through the contactor 19, the inverter 15, and the contactor 18.
一方、主発電機２の界磁２２は、バッテリｌＯから、接
触器１９およびチョッパ７を通して励磁されているので
、主発電機２は、電動機として駆動され、エンジン１を
始動する。On the other hand, the field 22 of the main generator 2 is excited from the battery IO through the contactor 19 and the chopper 7, so the main generator 2 is driven as an electric motor and starts the engine 1.
エンジン始動後は、接触器１８および１９を開く。After starting the engine, contactors 18 and 19 are opened.
エンジンが起動すると、補助発電機３が発電を開始し、
制御整流装置１１による定電圧制御によって、バッテリ
１０を浮動充電する。このとき、補助発電機３の第２の
電機予巻ｍ３２の出力電圧は低く選定されているので、
エンジン１の最も使用領域の広い回転速度において、制
御整流装置１１の位相制御角を充分に広くすることがで
きる。When the engine starts, the auxiliary generator 3 starts generating electricity.
The battery 10 is float-charged by constant voltage control by the control rectifier 11. At this time, since the output voltage of the second electric machine pre-winding m32 of the auxiliary generator 3 is selected to be low,
The phase control angle of the control rectifier 11 can be made sufficiently wide at the rotational speed where the engine 1 is used in the widest range.
上記制御整流装置１１の定電圧制御および、トランジス
タ１３による定電流制御によって、補助発電機３の出力
交流には、ｖ ／ ｆ一定制御系を構成している。The constant voltage control of the control rectifier 11 and the constant current control of the transistor 13 constitute a constant v/f control system for the output AC of the auxiliary generator 3.
補助発電機３の第１の電機子３１のｖ ／ ｆ一定の出
力交流は、ラジェータファン駆動用の誘導電動機９に供
給されるので、エンジン１の回転数に見合った速度でフ
ァンを回転させる。The constant v/f output AC of the first armature 31 of the auxiliary generator 3 is supplied to the induction motor 9 for driving the radiator fan, so that the fan is rotated at a speed commensurate with the rotational speed of the engine 1.
補助発電機３の第１の電機子３１の出力交流は、順変換
器６およびチョッパ７を通して主発電機２の界磁２２を
励磁し、主発電機の出力電力は、主整流器４を介して機
関車の主電動機５へ供給される。The output AC of the first armature 31 of the auxiliary generator 3 excites the field 22 of the main generator 2 through the forward converter 6 and the chopper 7, and the output power of the main generator is transmitted through the main rectifier 4. It is supplied to the main motor 5 of the locomotive.
本実施例によれば、補助発電機３は、主発電機２の界磁
を励磁し、エンジン回転数に応じたＶ／ｆ一定の交流が
望まれるラジェータファン電動機に好適な電力を供給す
る一方で、自励用制御整流袋Ｗｌｌを高力率で利用率高
く動作させることができる。According to this embodiment, the auxiliary generator 3 excites the field of the main generator 2 and supplies suitable power to the radiator fan motor, which requires constant V/f alternating current depending on the engine speed. Therefore, the self-exciting control rectifier bag Wll can be operated with a high power factor and a high utilization rate.
本発明によれば、補助発電機の自動用制御整流装置を効
率良く運転することのできるディーゼル電気車制御装置
を提供することができる。According to the present invention, it is possible to provide a diesel electric vehicle control device that can efficiently operate an automatic control rectifier for an auxiliary generator.
図は本発明の一実施例によるディーゼル電気機関車の電
気系の構成図である。
１・・・・・・ディーゼルエンジン、２・・・・・・主
発電機、３・・・・・・補助発電機、４・・・・・・主
整流器、５・・・・・・主電動機、６・・・・・・順変
換器、９・・・・・・ラジェータファン用誘導電動機、
１０・・・・・・バッテリ、１１・・・・・・制御整流
装置。The figure is a configuration diagram of an electrical system of a diesel-electric locomotive according to an embodiment of the present invention. 1...Diesel engine, 2...Main generator, 3...Auxiliary generator, 4...Main rectifier, 5...Main Electric motor, 6...forward converter, 9...induction motor for radiator fan,
10...Battery, 11...Control rectifier.
Claims (1)
る主発電機と、この主発電機から給電される主電動機と
、上記エンジンにて駆動される補助発電機と、この補助
発電機の電機子巻線から給電される上記主発電機の界磁
巻線と、上記補助発電機の電機子巻線から直接給電され
る誘導電動機とを備えたディーゼル電気車において、上
記補助発電機に設けられた比較的低圧の第２の電機子巻
線と、この第２の電機子巻線の出力を整流し上記補助発
電機の界磁巻線を励磁する制御整流装置を設けたディー
ゼル電気車制御装置。 ２、上記誘導電動機は、エンジン冷却用ラジエータファ
ン電動機である第１項記載のディーゼル電気車制御装置
。 ３、上記制御整流装置は、上記エンジンの始動エネルギ
ーを供給するバッテリを浮動充電するように構成された
第１項または第２項記載のディーゼル電気車制御装置。 ４、上記補助発電機の電機子は、順および逆変換器を介
して他の補機電動機へ給電するように構成された第１項
、第２項または第３項記載のディーゼル電気車制御装置
。[Claims] 1. A diesel engine, a main generator driven by the engine, a main motor supplied with power from the main generator, an auxiliary generator driven by the engine, and the auxiliary generator. In a diesel electric vehicle comprising a field winding of the main generator that is supplied with power from an armature winding of the generator, and an induction motor that is directly supplied with power from the armature winding of the auxiliary generator, the auxiliary generator A diesel engine equipped with a relatively low-voltage second armature winding installed in the machine and a control rectifier that rectifies the output of the second armature winding and excites the field winding of the auxiliary generator. Electric vehicle control device. 2. The diesel electric vehicle control device according to item 1, wherein the induction motor is an engine cooling radiator fan motor. 3. The diesel electric vehicle control device according to item 1 or 2, wherein the control rectifier is configured to float-charge a battery that supplies starting energy for the engine. 4. The diesel electric vehicle control device according to item 1, 2, or 3, wherein the armature of the auxiliary generator is configured to supply power to another auxiliary motor via a forward and reverse converter. .
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP61048478A JPS62207105A (en) | 1986-03-07 | 1986-03-07 | Controller for diesel electric rolling stock |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP61048478A JPS62207105A (en) | 1986-03-07 | 1986-03-07 | Controller for diesel electric rolling stock |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS62207105A true JPS62207105A (en) | 1987-09-11 |
| JPH0447529B2 JPH0447529B2 (en) | 1992-08-04 |
Family
ID=12804490
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP61048478A Granted JPS62207105A (en) | 1986-03-07 | 1986-03-07 | Controller for diesel electric rolling stock |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS62207105A (en) |
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH0622410A (en) * | 1992-07-07 | 1994-01-28 | Mitsubishi Electric Corp | Alternator for electric hybrid automobile |
| EP1110799A3 (en) * | 1999-12-21 | 2003-01-15 | Siemens Aktiengesellschaft | Drive unit |
| WO2008081509A1 (en) * | 2006-12-27 | 2008-07-10 | Mitsubishi Electric Corporation | Drive controller of electrically driven vehicle |
-
1986
- 1986-03-07 JP JP61048478A patent/JPS62207105A/en active Granted
Cited By (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH0622410A (en) * | 1992-07-07 | 1994-01-28 | Mitsubishi Electric Corp | Alternator for electric hybrid automobile |
| EP1110799A3 (en) * | 1999-12-21 | 2003-01-15 | Siemens Aktiengesellschaft | Drive unit |
| WO2008081509A1 (en) * | 2006-12-27 | 2008-07-10 | Mitsubishi Electric Corporation | Drive controller of electrically driven vehicle |
| AU2006352547B2 (en) * | 2006-12-27 | 2010-02-18 | Mitsubishi Electric Corporation | Drive controller of electrically driven vehicle |
| JPWO2008081509A1 (en) * | 2006-12-27 | 2010-04-30 | 三菱電機株式会社 | Drive control device for electric drive vehicle |
| JP4561833B2 (en) * | 2006-12-27 | 2010-10-13 | 三菱電機株式会社 | Drive control device for electric drive vehicle |
| US8104556B2 (en) | 2006-12-27 | 2012-01-31 | Mitsubishi Electric Corporation | Drive-control apparatus for electric drive vehicle |
Also Published As
| Publication number | Publication date |
|---|---|
| JPH0447529B2 (en) | 1992-08-04 |
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