JPS6352605A - Control unit for internal combustion engine type electric rolling stock - Google Patents

Abstract

PURPOSE:To enable using an engine output over a wide speed range without bringing about an overloaded state by controlling a field current of main generator so that an output of the main generator corresponds with a preset engine speed-output pattern. CONSTITUTION:If an engine speed-output pattern is set, a load control means 20 obtains a pattern output from the engine speed-output pattern by using as parameter an engine speed detected by an engine speed detector 11 of a signal detection means 10. Then, said load control means obtains a main generator output value from signals detected respectively by an output current detector 12 and an output voltage detector 13 of the signal detection means 10 and outputs an excitation control signal of the main generator 3 so that said main generator output will not exceed the pattern output. In this manner, an engine output can be used over a wide speed range without bringing about an overloaded state and rolling stock cars call be driven and controlled with a good fuel efficiency.

Description

Detailed Description of the Invention [Objective of the Invention (Industrial Application Field) The present invention relates to a control device for an internal combustion engine electric vehicle that is applicable to various internal combustion engines, and particularly relates to a control device for controlling an excitation control signal of a main generator. The present invention relates to a control device for an internal combustion engine electric vehicle that is improved.

(Prior Art) Conventionally, this type of control device for an internal combustion engine electric vehicle has been connected to an internal combustion engine (referred to as engine) 2 using an excitation device 1, as shown in FIG. The field winding 3a provided in the raw shell power generator 3 is excited, and the output of the main generator 3 obtained by this excitation is rectified by the main rectifier 14, and the DC power converted to DC here is used for the vehicle. The signal is sent to the main electric motor 5 for driving, and the vehicle is driven to travel at a predetermined speed. At this time, the speed and traction force of the vehicle are controlled by the engine governor 7F3, which controls the engine rotation speed while controlling the fuel injection amount of the engine based on commands from the master controller 6 provided in the driver's cab of the electric vehicle. This is carried out by the excitation device 1 which excites the field winding 3a.

Further, a load detection control device 8 is provided on the output side of the engine 2 and engine governor 7 of this electric vehicle. This load detection control device device 8 is a device 1 shown in FIG.
The following control is performed based on the output characteristics of each aircraft 3. In the figure, curve A is the output characteristic of the main engine 3 when the field current is constant, and the curve end is the engine 2, which is conveniently shown on the graph to explain the relationship between the raw shell '11113 and the engine 2.
In the constant output characteristic, the shaded area C shows the range in which the output of the main generator 3 exceeds the output of the engine 2. This is because the output of the engine 2 is insufficient compared to the output of the main generator 3, and the Main light 1! This indicates that aircraft 3 will be overloaded and will come to a halt. Therefore, the load detection control 11I device 8 is provided to avoid such an overload condition of the engine 2. That is, this load detection control device 8 mechanically detects the movement of the fuel rack on the engine side and controls the field winding 3a via the excitation device 1 to prevent the engine 2 from being overloaded. As a result, the output of the main generator 3 is reduced, and control is performed such that the output of the main generator 3 is within the output limit of the engine 2, that is, as shown in the dotted curve 2 in the figure.

Therefore, the control device for an internal combustion engine electric vehicle as described above is
A load detection I control device 8 is provided to avoid overloading the engine 2, but this load detection control device 8 is configured to mechanically detect the movement of the fuel rack on the engine side. However, there is a problem in that the method is limited to a relatively large, low-speed rotation type engine 2, and cannot be applied to a high-speed rotation type engine 2. Therefore, in such a case, a control means for obtaining an approximately constant output using a raw shell 21891 equipped with a differential winding is adopted. However, although this control means has the ability to produce maximum output within a certain speed range and prevent overload, it uses differential windings to control the main generator's output at a constant level. This has the disadvantage that the maximum output of the engine 2 cannot be utilized over a wide speed range while preventing load. In addition, even if the load detection control device M8 is provided on the output side of the engine 2, the engine 2 itself cannot cope with sudden increases and decreases in rotation speed, so if the master controller 6 handles sudden changes in rotation speed, it will cause problems. The rotational speed of the engine 2 may change in a state where it cannot completely follow the on/off operation, and the operating behavior of the engine 2 may become abnormal due to excessive overload.

(Problems to be Solved by the Invention) Therefore, the control device for an internal combustion engine electric vehicle as described above is
By providing the load detection control device 8 on the engine side,
Although it has the advantage of being able to use the maximum output of the engine 2 over a wide speed range, it has the disadvantage that it cannot be applied to any engine 2, and also has the disadvantage that the engine rotation that occurs when the master controller 6 performs sudden notch handling, etc. There is a problem in that overload conditions due to changes in numbers cannot be properly prevented.

The present invention was made to eliminate the above-mentioned problems, and can be applied to any engine, and can perform appropriate control without overloading even in excessive operating conditions. The purpose of the present invention is to provide a control device for an internal combustion engine electric vehicle.

[Configuration of the Invention (Means for Solving Problems) The control device for an internal combustion engine electric vehicle according to the present invention detects the engine rotation speed, the output current, and the output voltage of the main generator on the output side of the main generator. and a load υj control means is provided at the output of the signal detection means, and the load control means determines the ideal engine rotation speed in advance using the engine rotation speed detected by the signal detection means as a parameter. - Obtain a pattern output from the output pattern, obtain the main generator output from the signal obtained by the signal detection means, and obtain an excitation control signal such that these two outputs match;
! This controls the machine's excitation device.

(Function) Therefore, by using the above-mentioned means, an ideal engine speed-output pattern can be set in consideration of fuel efficiency, engine life, etc., and the engine speed can be controlled from the output side of the main power generator 1. The pattern output detected and generated using the detected rotation speed as a parameter is compared with the main generator output obtained from the output side of the main generator, and the output of the main generator is controlled so as not to exceed the pattern output. This eliminates the need to detect the movement of the fuel rack, that is, the load on the engine, as in the conventional method, and the output of the engine can be adjusted over a wide range of speeds. It can be used without overloading in one area, and the vehicle can be controlled with good fuel efficiency.

(Example) Hereinafter, an example of the apparatus of the present invention will be described with reference to FIGS. 1 and 2.
Before explaining with reference to the figures, we will explain the means for obtaining an ideal engine rotation speed-output pattern considering fuel efficiency and the life of the engine 2 (Figure 3) and the characteristics of vehicle traction force (Figure 4). Let's talk about. Although the conventional device detects the load from the movement of the fuel rack on the engine side, it is also possible to detect the load from the load side, that is, the output of the main generator 3. That is, assuming that the output voltage of the main generator 3 is V and the output current is 1, the main generator output or main motor input P1 is PI - VX I ......
...It is obtained from (1). On the other hand, let the main generator output power be Pl, and the iron loss of the main generator 3 be lir,
If the copper loss of the main generator 3 is lcu, then Pl −Pl +l + r+yLcu −−(2)
It can be expressed as Here, the iron loss 1ir is determined by the rotation speed of the main generator 3, and the copper loss 1cu is almost determined by the current of the main generator 3, so it can be calculated from the detected value of the output of the main scale N generator 3. Can be done. Furthermore, the output P3 of the engine 2 is sent to a cover P2 containing raw shellfish ml, which is required for auxiliary equipment driven by the engine 2, such as a radiator fan, an auxiliary power generation line for the control circuit, a blower for cooling the raw shell electric machine, a near compressor for vehicle brakes, etc. It is obtained by adding the horsepower P4. In other words, the output P3 of engine 2 is Ps - Pl + P4 ・・・・・・・・・・・・
...(3).

By the way, FIG. 3 is a diagram showing an example of the characteristic of engine speed versus output. The maximum output at each rotation speed of the engine 2 can be expressed by curve a, but if the engine 2 is always used on curve a, the fuel efficiency and engine 2
This is not a very desirable condition from the viewpoint of lifespan. Therefore, it is desirable to use an output cover turn with a curve that takes fuel efficiency and the life of the engine 2 into consideration in the portion below the maximum output. The target pattern in this apparatus is also considered based on the predetermined song ab from the above viewpoint. Curve C is the characteristic obtained by subtracting the horsepower P4 for driving the auxiliary equipment from the curve, and curve d is the characteristic obtained by subtracting the horsepower P4 for driving the auxiliary equipment. This shows the characteristics after subtracting the iron loss from Separate 3.

Next, FIG. 4 is a diagram showing an example of the traction force characteristics of the vehicle, and shows characteristics such that the main generator output is approximately constant for each notch. Therefore, it is only necessary to select the engine speed for each notch so that the required output for each notch shown in Fig. 4 and the corresponding copper loss match the curve mb shown in Fig. 3. The engine rotation speed is obtained by counting the output frequency of the main generator 3.

The device of the present invention was realized based on the above-mentioned theoretical basis, and FIG. 1 is a block diagram of the device. In addition, in this figure, the same parts as in FIG. 1 are given the same reference numerals, and detailed explanations are omitted. That is, the device of the present invention includes an excitation device 1. Engine 2. Main generator 3. Main rectifier 4
．． The main electric VJ machine uses a 5° master controller 6, an engine governor 7, etc., which are almost the same as the conventional device shown in FIG. The engine governor 7 has only the function of controlling the engine speed to a substantially constant level based on the command from the master controller 6, and does not have the function of a fuel detection system for the load detection control device 8 as in the conventional case. .

What is particularly different about the device of the present invention is that the signal detection means 10 is provided not on the engine side but on the output side of the main power generation R3,
Further, a load υ is applied between the signal detection means 10 and the excitation device 1.
1 @ means 20 is provided. This signal detection means 1
o has a function of detecting a signal to obtain the engine rotation speed and the main generator output, and specifically, it is connected to the output side of the main generator 3 and counts the output frequency of the main generator to detect the engine rotation. an engine speed detector 11 that detects the output current of the main generator 3 from the output side of the main rectifier 4; and an output voltage detector 13 that detects the output voltage of No. 3. Note that the signal for obtaining the main generator output is detected on the output side of the main rectifier 4, but the input side of the main rectifier 4, that is, the configuration that detects the AC output voltage and AC output voltage of the main generator 3 It may be.

On the other hand, the load control means 20 preliminarily adjusts the engine speed - corresponding to the curve shown in FIG. 3 based on the above-mentioned basis.
An output pattern is set, and a pattern output is obtained from the engine rotation speed-output pattern using the engine rotation speed detected by the engine rotation speed detector 11 of the signal detection means 10 as a parameter, and the signal detection means 1Q
The main generator output value is obtained from the signals detected by the output current detector 12 and the output voltage detector 13, respectively, and the function is to output an excitation control signal so that the main generator output does not exceed the pattern output. have. Specifically, a pattern generator 21 generates a pattern output from an ideal engine rotation speed-output pattern using the engine rotation speed N (rl)il ) detected by the engine rotation speed detector 11 as a parameter; a copper loss calculation unit 22 that calculates the copper loss of the main generator N R3 by multiplying the square of the output current 1 of the main generator 3 detected by the output current detector 12 by the resistance component R of the main generator 3; an output calculation section 23 that calculates the output of the main generator 3 by multiplying the output voltage of the main generator 3 detected by the output voltage detector 13 and the output current; 23 to obtain the main valve 1tfi output; and the excitation section 24 which compares the output of this addition section 24 and the output of the pattern generation means 21 and makes the two outputs match. Comparison unit 25 that acquires control signals
and excitation control signal acquisition means consisting of an interface section 26.

Then, the excitation control signal obtained by the load control means 20 as described above is supplied to the excitation vR terminal 1 of the N machine 3. This excitation device 1 is not necessarily limited to a specific method, and may be of the following method, for example. One method is to control the field current of an exciter installed coaxially with the main power generator R3 from a DC power supply via a variable resistor or chopper circuit, and the other method is to control the field current of the exciter, which is installed coaxially with the main power generator R3. , a method in which AC Nm is controlled by a thyristor phase control bridge circuit, and another method is to control the field of the main generator 3 without providing a rotary exciter [the first flow itself is controlled by a chopper circuit or a thyristor phase control bridge circuit] It may also be a type of control system. Therefore, the excitation control signal is a signal that matches the above method, that is, a servo motor drive signal for a variable resistor, a chopper duty signal for a chopper circuit, and a thyristor phase shift signal for a phase control bridge. Just give it.

Next, the operation of the apparatus configured as above will be explained.

First, the engine rotation speed detector 11 detects the output frequency of the main generator 3 to detect the engine rotation speed, and sends it to the load υ control means 20 as an engine rotation speed detection signal N (rp button).

Further, an output current detector 12 and an output voltage detector 13 are provided on the output side of the main rectifier 4, and each of the main rectifiers
1i3's output current I and output pressure (2) are detected and similarly sent to the load control means 20. In this load rut+ means 20, a pattern corresponding to the curve shown in FIG. A predetermined pattern output is obtained from the pattern of song mb using the rotation speed detection signal as a parameter, and this is sent to the comparison section 25. In addition, the load control means 2
0 is provided with a copper loss calculating section 22 and an output calculating section 23 of the raw shell R machine 3, and each calculating section 22.23 uses the outputs of the output current detector 12 and output voltage detector 13 to calculate the copper loss. and the output of the main generator 3 are calculated, and these are added in the addition calculation unit 24 to obtain the main generator output, which is then sent to the comparison unit 25. By the way, as mentioned above, it is necessary that the sum of the output for each notch shown in Figure 4 and the copper loss at that time match the pattern output of the curve shown in Figure 3, and for this purpose, the comparison is made. The comparison operation is performed in the section 25. In other words, the comparator 25 generates an excitation that matches the output of the main generator 3, which is the sum of the output of the main generator 3 and the copper loss of the main generator 3, with the pattern output generated using the engine speed detection signal as a parameter. J mll
A second signal is obtained and is used to control the excitation device 1 of the main generator 3. Therefore, the present device can improve vehicle performance by utilizing the output of the main engine over a wide speed range of the vehicle without providing a load detection control device on the engine side as in the conventional case.

Furthermore, the horsepower of the engine can be automatically set to two and used at the most fuel-efficient engine speed even under partial load. Since the engine speed is input continuously, overload can be prevented even when the master controller 6 is raised or lowered excessively.

Note that the present invention is not limited to the above embodiments.

In the above embodiment, a continuous analog signal pattern is used as the pattern generating section 21, but an analog broken line circuit or a digital memory pattern may be used. Moreover, although the main generator 3 is assumed to be an AC main generator, it is equally applicable to a DC main generator.

In addition, although the engine rotation speed detector 11 used is one that counts the output frequency of the main generator 3, if the output of the engine rotation speed sensor, which is a component of the engine governor 7, can be used, it can be used instead. You may. Furthermore, in recent years, a method has been adopted in which an induction motor is driven by a VVVF inverter instead of a DC type motor as the main electric motor 5 for driving the vehicle, but in this case, the output of the load side is detected and the target Control to match the output value can be performed by internal control of the VVVF inverter in the same manner as in the case of excitation control of the main generator 3 described above. In addition, the present invention can be implemented with various modifications without departing from the gist thereof.

[Effects of the Invention] As described in detail above, according to the present invention, the engine rotation speed - which is set in advance using the detected engine rotation speed as a parameter
While obtaining the desired pattern output from the output pattern,
By finding an excitation control signal that matches this pattern output with the raw shellfish N machine output obtained from the output side of the main scale N machine and controlling the field current for each Ugen, the load on the engine side as in the conventional method can be reduced. Without the need for a detection control device, the engine output can be used over a wide speed range without overloading, and even when the master controller 6 is raised or lowered, the fuel efficiency of the engine can be improved without overloading. It is possible to provide a control device for an internal combustion engine electric vehicle that can be operated in an appropriate state.

[Brief explanation of the drawing]

FIG. 1 is a block diagram showing one embodiment of a control device for an internal combustion engine electric vehicle according to the present invention, FIG. 2 is an internal configuration diagram showing an example of the pattern generating means shown in FIG. 1, and FIG. 4 is a characteristic diagram of engine rotation speed versus engine output and a vehicle tractive force characteristic diagram for explaining the basis for realizing the device of the present invention, FIG. 5 is a block diagram of the conventional device, and FIG. 6 is FIG. 3 is a characteristic diagram of output current versus output voltage of the main generator. DESCRIPTION OF SYMBOLS 1... Excitation device, 2... Engine, 3... Main generator, 4... Main rectifier, 5... Main motor, 6...
Master controller, 7...Engine governor, 1
o...Signal detection means, 11...Engine rotation speed detector, 12...Output current detector, 13...Output voltage detector, 2o...Pattern generator, 2o...Load control Means, 21... Pattern generation means, 22... Copper loss calculation section, 23... Output calculation section, 24... Addition calculation section,
25... Comparison section, 26... Interface section. Applicant's representative Patent attorney Takeshi Suzue Production area Figure 2 Figure 3 Figure 4 Figure 6

Claims (2)

[Claims] (1) In an internal combustion engine electric vehicle that excites the main generator connected to the internal combustion engine to obtain the required main generator output, and uses the output of the main generator to drive the main motor for driving the vehicle, signal detection means for detecting the rotation speed of the internal combustion engine, the output current and output voltage of the main generator from the output side of the main generator, and the output current and output voltage detected by the signal detection means to detect the main generator. load control means for detecting the output and comparing this main generator output with an internal combustion engine pattern output value obtained from the internal combustion engine rotational speed to obtain an excitation control signal; A control device for an internal combustion engine electric vehicle, characterized in that the main generator is controlled to excite using an excitation control signal. (2) The load control means includes a pattern generating section in which an ideal rotation speed-output pattern of the internal combustion engine is set in advance and generates a pattern output using the detected rotation speed of the internal combustion engine as a parameter, and a pattern output pattern obtained by the signal detection means. a copper loss calculation unit that calculates the copper loss of the main generator from the output current of the main generator obtained by the signal detection means; and an output that calculates the output of the main generator from the output current and output voltage of the main generator obtained by the signal detection means. an arithmetic unit; an addition arithmetic unit that adds the output of the copper loss arithmetic unit and the output of the output arithmetic unit to detect the main generator output; and the main generator output output from the addition arithmetic unit and the pattern generation unit; 2. The control device for an internal combustion engine electric vehicle according to claim 1, further comprising excitation control signal acquisition means for acquiring an excitation control signal by comparing the output of the excitation control signal with the output of the excitation control signal.