JPS6335105A - Controlling device for electric rolling stock - Google Patents

Abstract

PURPOSE:To simplify a circuit structure of the title device, by connecting remaining sound main motor in series when a faulty main motor is disconnected. CONSTITUTION:When all the main motors 7-10 are normal, a main motor control circuit 3 raises the control output voltage at point B with the speed increase of an electric rolling stock. In case of a failure of a main motor 7, a main motor disconnector 5 gets to a disconnecting position and the first main motor group composed of main motors 7 and 8 is disconnected from a main circuit. Thus, only the second main motor group composed of main motors 9 and 10 are connected to the main motor controlling circuit 3 through a short bar of the main motor disconnector 5. Receiving signals from a main motor disconnecting signal apparatus 5A, the motor controlling circuit 3 controls the control output voltage so as to be one half of the stringing voltage at its maximum.

Description

[Detailed Description of the Invention] [Field of Industrial Application] The present invention relates to a control device for an electric vehicle, and in particular, to a control device for an electric vehicle, in which a plurality of traction motors are used, and when there is a faulty traction motor, the faulty traction motor is released. This invention relates to a control device for an electric vehicle that enables the electric vehicle to run.

[Conventional technology]

Conventionally, when a failure occurs in the main motor of an electric vehicle, a control system for an electric vehicle disconnects the main motor group including the failed main motor from the main circuit to continue operation. It is being

Such conventional technology is disclosed, for example, in the latest train operation engineering structure edition IJ published by Japan Railway Tosho Co., Ltd., page 429 and Figure 3-3-1 (3rd edition published on May 25, 1962). ing.

FIG. 3 is a main circuit connection diagram of a control device for an electric vehicle according to this prior art, and the prior art will be explained below with reference to this diagram. In Fig. 3, 1 is a pantograph that receives and receives power from the overhead wire, 2 is a disconnector for disconnecting the overhead wire and the control device, and 3 is a main unit for controlling the voltage and current applied to the main motor, such as a chopper device. A motor control circuit, 4 is a current interrupter for opening the loop circuit of the traction motor group, 5 and 6 are traction motor openers for opening the traction motor group, 7 to 10 are traction motors, and 11.12 is a main motor A current detection device 13 detects the current of the motor group, and a voltage detection device 13 detects the output voltage of the control device 3.

In the main circuit shown in FIG. They are connected in series and form a second main motor group. The first and second main ML@machine groups are connected in parallel and controlled by the output voltage from the main motor control circuit 3 in order to enable the main motor group including the failed main motor to be released and run. . The current interrupter 4 is used to prevent abnormal current from flowing in the loop circuit formed by the first and second traction motor groups connected in parallel due to an unbalance in the induced voltages of the first and second traction motor groups. This is to break the loop. The current interrupter 4 and the main motor openers 5 and 6 are closed when the main motors 7 to 10 are in a normal state.

A case where acceleration control of the electric vehicle is performed in this state will be described below.

When the pantograph 1 comes into contact with the overhead wire and the disconnector 2 closes,
The overhead line voltage at point A, for example EIV=1500V, is applied to the main motor control circuit 3.

The traction motor control circuit 3 monitors the current value detected by the current detection device 1.11.12, and gradually increases the voltage EC at point B from OV until the armature current of the traction motors 7 to 10 becomes constant. control so that Therefore, assuming that there is no loss in the voltage control of the traction motor control circuit 3, the voltage EC at point B
can rise up to a maximum of 1500V. The armature induced voltage EM during rotation of each of the traction motors shown in Figure 3 CK increases as the speed of the electric vehicle increases, and if there is no difference in characteristics between the two traction motors connected in series. Then, EEC-2
Since the relationship E holds, the traction motor control circuit 3 adjusts the output voltage EC to correspond to twice the armature induced voltage EM of the traction motor M, which increases as the speed of the electric vehicle increases. . At this time, even if there is some imbalance in the current values detected by the current detection devices 11 and 12, the traction motor control circuit 3 adjusts the output voltage E so that the average value of these detected electric values is constant. Control.

Next, acceleration control of the electric vehicle when one of the main motors fails will be explained.

For example, if the main motor 7 breaks down, the main motor opener 5
is placed in the open position, and the first traction motor group consisting of traction motors 7 and 8 is disconnected from the illustrated main circuit. Acceleration control in this state is performed in exactly the same way as in the case where there is no failed traction motor, that is, in the case described above. The main motor control circuit 3 only needs to control the output voltage EC based on the current value detected by the current detection device v12 so as to keep this current value constant.

As mentioned above, the conventional electric vehicle control device is
By connecting traction motor groups in parallel, even if a traction motor fails, the traction motor group including the failed traction motor can be disconnected from the main circuit, and the remaining traction motor groups can be connected as if all the motors were normal. Travel control is possible by controlling in a similar manner.

[Problem that the invention seeks to solve]

However, in the prior art described above, the main electric motors 7, 8
If there is a difference in armature current between the first traction motor group based on traction motors 9 and the second traction motor group based on traction motors 9 and 10, the traction motor control circuit 3 has a function to adjust this difference in armature current. I haven't. Therefore, in the prior art, when an abnormal loop current occurs in the loop circuit constituted by the first and second main motor groups due to the difference in current, a current breaker 4 is installed to cut off this current. Furthermore, there is a problem in that a current detection device is required for each main motor group.

An object of the present invention is to provide a simple, compact, lightweight, and inexpensive control device for an electric vehicle that uses a simple circuit to release a failed traction motor and allow the electric vehicle to run using the remaining traction motors. It is about providing.

[Means for solving the problem] According to the present invention, the above object is to connect all the main motors in series, and when a faulty main motor is opened, connect the remaining healthy main motors in series, This is achieved by controlling the series circuit of this healthy main motor to supply a driving voltage commensurate with the terminal voltage of the series circuit.

[For production]

Since the present invention is configured by connecting all the main motors in series,
The number of current detection devices required in the prior art can be reduced to one, and a current breaker for interrupting the loop current can be eliminated. In addition, the traction motor control circuit can easily generate a traction motor drive voltage suitable for a healthy traction motor series circuit and control the traction motor due to its inherent voltage control function.

〔Example〕

DESCRIPTION OF THE PREFERRED EMBODIMENTS A control device for an electric vehicle according to the present invention will be explained in detail below using illustrated embodiments.

FIG. 1 is a main circuit connection diagram of a control device for an electric vehicle showing one embodiment of the present invention, and FIG. 2 is a main circuit diagram showing another embodiment of the present invention. In FIGS. 1 and 2, 1 to 3.5 to 11 and 13 are the same as in FIG. 3, and 14.15 is a main motor opener, 5A.

6A, 14A, and 15A are main motor open signal generators.

The main circuit of the electric vehicle control device shown in Fig. 1 is the main circuit
If all the motors 7 to 10 are connected in series and a failure occurs in one of the main motors 7 to 10, the first
Among the traction motor group and the second traction motor group including the traction motors 9 and 10, the traction motor group including the failed traction motor is configured to be disconnected from the illustrated main circuit. The traction motor group is opened by setting the traction motor openers 5 and 6 to the open position, and the shorting bar of the traction motor openers 5 and 6 is inserted into the connection position of the opened traction motor group. Ru. When the traction motor opener 5 or 6 is in the open position, the traction motor opener 5 or 6 is opened (the Q generators 5A and 6A give a signal to the traction motor control circuit indicating that the traction motor opener 5 and 6 are in the open position, respectively). .

In the control device for an electric vehicle having such a configuration, acceleration control when all of the main motors are normal is performed as follows.

The main motor control circuit 3 has a control output voltage EC at point B.
is controlled from O■ to the overhead line voltage EtV to match the armature induced voltage EM of the main motor which increases as the speed of the electric vehicle increases. This control is similar to that of the prior art,
This differs from the prior art in that the relationship between the control output voltage EC and the armature induced voltage EM of the main motor at point B is EC=4EM.

Acceleration control when one of the main motors, for example the main motor 7, breaks down is performed as follows. In this case, the traction motor opener 5 is set to the open position, so the first traction motor group consisting of the main motors 7 and 8 is disconnected from the illustrated main circuit.

As a result, the open signal generator 5A gives a signal indicating that the first traction motor group consisting of the traction motors 7 and 8 is disconnected from the main circuit to the traction motor fuel circuit 3, and the normal traction motor 9 , 10, only the second main motor group is the main! ! 11
It is connected to the main motor control circuit 3 via the control bar of the machine opener 5. The traction motor control circuit 3 receives a signal from the traction motor open signal generator 5A, and sets the control output voltage EC to 1/2 of the overhead wire voltage EtV to the maximum level of dust.
ftl. That is, the traction motor control circuit 3 determines the maximum voltage of the control output voltage EC that corresponds to the terminal voltage according to the number of normal traction motors connected to the main circuit, and controls the normal traction motors. Even if a failure occurs in a part of the main 'Iir' or the movable rock, the function as an electric vehicle can be satisfied.

7.) Another embodiment of the present invention shown in FIG. 2 is constructed so that each main motor can be separately disconnected from the main circuit. Therefore, when one traction motor is opened, the traction motor control circuit 3 outputs 3/4 of the overhead line voltage, and when two traction motors are opened, 1/2 of the overhead line voltage. When the motor is opened, its control output voltage E is 1/4 of the overhead line voltage.

By limiting the maximum value of , the remaining normal main motors can be controlled to control the running of the electric vehicle.

〔Effect of the invention〕

As explained above, according to the present invention, the current detection device, which required a plurality of devices in the prior art, is reduced to one, and the circuit configuration is simple, eliminating the need for a current breaker that interrupts the loop current.
A small, lightweight, and inexpensive electric vehicle control device can be provided.

[Brief explanation of drawings]

1 and 2 are main circuit connection diagrams of a control device for an electric vehicle showing an embodiment of the present invention, and FIG. 2A is a main circuit connection diagram of a control device for an electric vehicle according to the prior art. 1... Pantograph, 2, 4... Breaker, 3... Main motor control circuit, 5, 6, 14,
15... Main motor opener, 5A, 6A, 14A
, 15A... Main motor open signal generator, 7~
10... Main motor, 11, 12... Current detection device, 13... Voltage detection device. Figure 1 Figure 3 Figure 4 Disruption a +2. Current food 11

Claims (1)

[Claims] 1. In a control system for an electric vehicle that uses multiple traction motors and controls the traction motor to be able to run by opening the faulty traction motor, all of the traction motors are connected in series, and if a faulty traction motor occurs, the failure will be detected. A control for an electric vehicle characterized by connecting healthy main motors in series, excluding a damaged main motor, and controlling the series circuit of the healthy main motors so as to supply a driving voltage commensurate with the terminal voltage of the series circuit. Device.