JPS5915441B2 - Regenerative brake control method - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a regenerative brake control method for an electric vehicle with a compound motor.

In an electric car with a compound motor, the shunt field current during coasting is controlled to bring the armature current to zero while the armature circuit remains connected to the contact line, and the shunt field current is adjusted to zero with the brake command. Regenerative braking can be applied by increasing the magnetic current.

However, in electric vehicles where series-parallel control is performed only during power running, and regenerative braking is controlled only in series, the armature circuit is temporarily disconnected when the power running notch is turned off, and the motor connection is returned to series. This will configure the circuit. In such a regenerative brake control method, when configuring the brake circuit, the motor generated voltage is controlled to be equal to or slightly higher than the contact line voltage, and then the armature circuit is closed.

Conventionally, this method involved providing a contact line voltage detector and a motor voltage detector to compare the contact line voltage and motor voltage. However, even when it is detected that these two voltages match and a command is issued to close the current breaker, the contact line voltage often has already fluctuated the moment it is turned on. 10 In view of these circumstances, the present invention omits the overhead line voltage detector, simplifies the control device, and uses the motor voltage detector output to slow the rise of regenerative braking force. This is to control the line voltage so that it does not exceed the upper limit.

Below, the present invention will be explained based on the drawings.

FIG. 1 is a main circuit connection diagram for explaining an embodiment of the present invention, in which 1 is a current collector, 2A is an armature of a motor, 2B is a series field, 2C is a shunt field, and 3 is a shunt field. Current interrupter, 4 is a starting resistor and a controller that short-circuits it, 5 is a shunt field regulator, 6 is an armature current detector, T is a motor voltage detector, 8 is a shunt field It is a magnetic current detector. In FIG. 1, one electric motor is representative. Nominal contact line voltage l5
In the case of 00V, the normal allowable upper limit of overhead line voltage is approximately 180V.
Therefore, even if the voltage detected by the motor voltage detector T is 1500V and closes the circuit breaker 3, the starting resistor and the controller 4 that controls the shorting of the starting resistor and the
If the starting resistor 4 (hereinafter referred to as starting resistor 4) is at its maximum value, the maximum drift current is only about 20% 30 when starting the electric vehicle, which is acceptable. In the present invention, when regenerative braking is started, the shunt field current is controlled by the shunt field regulator 5 to adjust the motor generated voltage to a set target voltage, for example 150 OV, and then the current interrupter 3 is closed. Then, the starting resistors 4 are successively short-circuited, and finally, the regenerative braking is continued by controlling the shunt field current with all starting resistors short-circuited. After the current interrupter 3 closes, the motor voltage is increased to the permissible upper limit of the contact line voltage within a range that does not cause excessive regenerative braking current, that is, armature current, and as the starting resistor 4 is successively short-circuited, the brake current increases. gradually increases. FIG. 2 is a control block diagram of the shunt field regulator 5 of the present invention. In the figure, VM is the output value of the motor voltage detector 7 shown in FIG.
Similarly, 18 is the output value of the snoring current detector 6, and IS is the output value of the shunt field current detector, which are called armature current and shunt field current, respectively, in the present invention. E1 is a preset value that is close to the average value of the overhead line voltage and is the most likely value for the overhead line voltage at the start of regenerative braking, and E2 is a set value that corresponds to the allowable upper limit of the overhead line voltage. be. BEO is the value equivalent to the required command brake force,
In the present invention, the command brake force 1S0 is a set value corresponding to the upper limit value of the shunt field current. 5C, 5F, and 5G are comparators, 5D is a function generator, 5E is a multiplier, 5H is a priority calculation circuit, and 5 is an output control section.

a1 to A7 are input/output values of each part added for convenience of explanation. 5A and 5B indicate non-contact switches.

Although not shown in the figure, the non-contact switch 5A closes before the circuit breaker 3 closes when a regenerative brake command is received.
After the current interrupter 3 is closed, the non-contact switch 5B is controlled to close and the non-contact switch 5A is controlled to open. Comparator 5
In C) Before the current breaker 3 is closed, the motor voltage M and the set value E1 are compared, and after the current breaker 3 is closed, the motor voltage M and the set value E2 are compared, and the output A4 based on the comparison result is It is led to the priority calculation circuit 5H of the stage. Function generator 5D generates armature current 1. An output A2, which is a voltage equivalent to the composite magnetic flux, is produced from the shunt field current 1S, and a product of this output A2 and the armature current 1& is produced using a multiplier 5E. The output A3, which is the product of this, corresponds to the actual regenerative braking force. The comparator 5F compares the output A3 corresponding to the actual regenerative braking force with the commanded braking force BEO, and the output A5 based on the comparison result is guided to the priority circuit 5H. Furthermore, with the comparator 5G, the shunt field current 1S,
A set value 1S0 corresponding to the upper limit is compared, and an output A6 resulting from the comparison is also led to the priority circuit 5H. The priority circuit 5H receives the outputs A4, a5, and
A6 is compared, and while keeping the shunt field current 1S within the set value 1S0, the output A3 corresponding to the actual brake force should approach the command brake force BEO, and the motor voltage M should not exceed the upper limit of the contact line voltage. It has become a priority circuit for

The shunt field current 1S is adjusted by the output A7 of the table. That is, this priority circuit 5H has a shunt field current 1
Within the range where S does not exceed the set value 1S0, the output A3 corresponding to the actual brake force does not exceed the command brake force BEO, and the motor voltage VM does not exceed the set value EI or E2, the shunt field current 1S is set. It is configured to emit a signal at output A7 that strengthens. The purpose of comparing the motor voltage M with a set value E2 corresponding to the allowable upper limit value of the overhead line voltage in FIG. 2 is, in part, to prevent an excessive rise in the overhead line voltage due to regenerative load fluctuations.

When the starting resistor 4 is short-circuited, the motor voltage VM remains equal to the contact line voltage, and has a function of preventing excessive rise in the contact line voltage, and when the starting resistor 4 is inserted, it has the effect of gradually starting up the regenerative brake. This also includes the following. As explained above, according to the present invention, only one set of expensive voltage detectors is required, and the brake can be started smoothly when the brake is started. However, the best way to short-circuit the starting resistor after turning on the current interrupter is to forcibly advance the camshaft controller so that the resistor short-circuit is completed in about 2 to 4 seconds.

[Brief explanation of drawings]

Fig. 1 is a main circuit connection diagram according to the present invention, and Fig. 2 is a control block diagram showing an embodiment of the shunt field regulator of the present invention. ...Armature of the motor, 2B...Series winding field of the motor, 2C...
...Shunt field of electric motor, 3... Current interrupter, 4.
...starting resistor} and resistor short-circuit controller, 5...
... Shunt field regulator, 6... Armature current detector, 7... Motor voltage detector, 8...
Shunt field current detector, 5A, 5B... Non-contact switch, 5C, 5F, 5G... Comparator, 5D.
・・・Function generator, 5E・・・Multiplication chant 5H
...Priority calculation circuit, 51...Output control VM...Motor voltage equivalent value, E1...
・Setting value for starting the brake, E2...Setting value corresponding to the permissible upper limit value of contact line voltage.

Claims (1)

[Claims] 1 When starting regenerative braking, the shunt field regulator is adjusted so that the sum of the voltages generated by the series-connected motors is equal to the predetermined set voltage, and the current is cut off when the resistance of the starting resistor is at its maximum. adjusting the shunt field regulator so as to keep the sum of the voltages generated by the series-connected motors within the permissible upper limit of the contact line voltage after the current interrupter is turned on, and A regenerative brake control method for an electric vehicle with a compound winding motor, characterized in that the starting resistor is short-circuited in sequence.