JPS6126283B2 - - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention is a dual electric vehicle configured so that electric power for a traction motor can be supplied from both a main generator driven by an internal combustion engine mounted on the vehicle and an overhead line power supply from ground power equipment. This invention relates to a control method for mode-driving vehicles.

For large construction vehicles and vehicles for transporting ore and topsoil in open-pit mines, electrically driven vehicles with rubber tires are being used instead of mechanically driven vehicles with conventional mechanical power transmission engines, with the aim of reducing vehicle maintenance costs and transportation costs. The transportation capacity of these vehicles has also increased from 120 tons to 320 tons, and the scale is expected to further expand in the future.

For such large vehicles, conventional mechanical vehicles are not only difficult to construct the power transmission engine, but also require too much kinetic energy to be absorbed during control, making it difficult to use friction-type mechanical braking devices. Because it is huge and difficult to configure, when the vehicle is running, the engine drives a generator and the converted electric power is used to create multiple electric motors distributed within or near the drive axle. Electrically driven vehicles are now mainstream, employing so-called power-generating brakes, in which the traction motor acts as a generator when the vehicle is braked, and the vehicle's kinetic energy is dissipated as heat by a brake resistor. There is. At construction sites and mines where such vehicles are used, the mainstream is a trackless transportation method using large tires that incorporates the off-the-road concept of tracked transportation using trolleys and freight cars.

This eliminates the need for laying rails and overhead wires for conventional tracked vehicle transportation methods, and there are no restrictions on transportation methods due to tracked vehicles, making mining plans in mines easier depending on the plan at the time. This is because it has many advantages, such as being able to be changed, the cost of constructing a transportation route is low, and there are few time constraints. Most of the mines that have been developed in recent years use the transportation method that incorporates the above-mentioned off-the-road concept. has been adopted.

By adopting such a transportation method, it has become possible to improve production efficiency in mines and reduce transportation costs.

However, the recent rise in petroleum costs caused by oil shocks has led to an increase in the fuel efficiency of such vehicles, which has forced changes in mine plans, especially in non-oil producing countries. This means that especially in areas where large-scale hydroelectric power generation or coal-fired power generation is possible, such as in Central and South America and Africa, ore transportation methods that use generated power are attracting attention as an attractive construction method that cannot be overlooked. There is.

From this point of view, recently such mines have adopted the off-the-road concept of using electric power generated by driving generators (hereinafter referred to as prime movers) from internal combustion engines mounted on vehicles at quarry loading yards and dumping sites. At energy-intensive locations such as loading ramps, attempts are being made to develop a system in which vehicles are run using overhead wire power supply using trolleys and the like.

In view of the above-mentioned points, the present invention provides a control system for a dual-mode running vehicle configured to be able to drive powered by both the on-vehicle power supply equipment and the overhead wire power supply from the ground power generating equipment. .

Hereinafter, the present invention will be explained based on the drawings of the embodiments.

FIG. 1 is a configuration circuit diagram showing one embodiment of the present invention, in which 1 is a diesel engine, 2 is an alternator directly connected to the diesel engine 1, 21 is an armature of the alternator 2, and 22 is a field winding. It is a line. 3 is a rectifier circuit that converts the output of the alternating current generator 2 into direct current, and is a pure bridge circuit composed of thyristors. Reference numeral 4 indicates a DC motor as a vehicle traction motor, which is composed of an armature 41 and a field winding 42.

When running the DC motor 4 using the on-board power source,
It is driven by the diesel engine 1 and generates various output signals by processing logical operation values such as vehicle driving commands other than those described here and the armature current of the DC motor 4 through logical operations that are commonly used in closed-loop control. Using the output of the controller 5 to control the field winding 22 and generate power for energizing the DC motor 4 from the armature 21, the AC generator 2 obtains vehicle driving power.
The obtained AC power is converted to DC by a rectifier circuit 3 composed of thyristors, and the output of this rectifier circuit 3 is connected to a DC motor 4 via a diode 6 and a smoothing reactor 7.
give to

As in the illustrated embodiment, for example, the alternating current generator 2 is a three-phase alternating current generator, its line voltage is Eac, and the thyristor control angle of the rectifier circuit 3 is α (α is a rectifier circuit composed of a pure thyristor bridge). thyristor control angle when used as a separately excited inverter for forward conversion), the DC motor 4, which is a vehicle traction motor, has a rectified output voltage (E _Dc = 1.35Eac・COSα)
It will be driven by Therefore, if α is controlled in the range of 90° to 0°, the DC motor 4 can be driven in the range of zero volts to the maximum voltage.

In this embodiment, the thyristor gate signal of the rectifier circuit 3 is proportional to the output signal of the controller 5 that energizes the field winding 22 of the alternator 2, and when the output voltage of the alternator 2 becomes large, α → 0°, and when it is smaller α
→ Control in the direction of 90°.

With this configuration, when the vehicle runs on the on-board power source, the DC motor 4, which is the vehicle traction motor, can be driven at any voltage, so the vehicle can be driven smoothly at various vehicle speeds.

Next, a control method will be described in which a substantially constant voltage power source is received from a ground power source, and the DC motor 4, which is a traction motor for a traveling vehicle, is smoothly operated at various vehicle speeds in the same way as when the DC motor 4, which is a traction motor for a traveling vehicle, is driven by an on-vehicle power source.

In FIG. 1, numerals 8 and 9 are pantographs for receiving on-vehicle power transmitted from ground power supply equipment via overhead wires, 8 is a positive electrode pantograph, and 9 is a negative electrode pantograph. The DC power received by the pantographs 8 and 9 is connected to the rectifier circuit 3 of the on-board power supply equipment as shown in the figure via contactors 10 and 11, which are closed when the vehicle receives ground power and travels.
As a result, the DC power transmitted from the ground power supply equipment is attached to the DC motor 4 via the path of positive electrode pantograph 8 → contactor 10 → smoothing reactor 7 → DC motor 4 → rectifier circuit 3 → contactor 11 → negative electrode pantograph 9. to strengthen

At this time, the rotational speed of the diesel engine 1 of the on-board power supply equipment is set to the idle rotational speed, and the field winding 22 of the alternator 2, which is driven by the diesel engine 1 and generates AC power, is used in vehicles other than those described here. Generally, it is regularly used for closed loop control using operational commands, logical operation values such as the armature current of the DC motor 4, and a differential voltage signal obtained by subtracting the voltage between the DC motor terminals from the ground power supply equipment voltage (i.e., the pantograph receiving voltage). It is controlled by the output of the controller 5, which generates various output signals through logical operations, so that the voltage generated by the AC generator 2 changes when the terminal (induced) voltage of the DC motor 4 becomes small (i.e., when the vehicle speed is low). ) is controlled to a high voltage, and when the vehicle speed is high, the voltage is controlled to a low voltage.

In addition, the thyristor gate signal of the rectifier 3 is determined by the output signal of the controller 5 in the same way as when the vehicle is running on the onboard power source, but when the vehicle is running on the ground power source, the thyristor control angle γ (γ is the rectifier composed of a pure thyristor bridge) When the circuit is used as a separately excited inverter for reverse conversion, the control angle during reverse conversion operation, which is determined by considering the commutation overlap angle and the commutation margin angle, changes from α to γ limit when the output of AC generator 2 becomes large. , and when it is small, γ → 90
Control in the direction of °.

With this configuration, the rectifier circuit 3 acts as a separately excited inverter. In addition, the output voltage Edc that acts as an excitation inverter is Edc = 1.35Eac・COSγ (however, 90°<γ<γ
limit), that is, 0 volts > Edc > 1.35Eac・COSγ.

As a result, the voltage difference between the ground power supply voltage and the output voltage of the rectifier circuit 3 is applied to the DC motor 4, so that the DC motor 4 can smoothly control the running vehicle at various vehicle speeds, similar to when running on the on-board power supply described above. This means that you will be able to drive.

In this case, the difference power obtained by subtracting the power consumption of the DC motor 4 from the ground power supply side with respect to the negative output voltage of the rectifier circuit 3 is injected into the on-board power supply circuit. Therefore, the difference in power acts on the alternator 2 and the diesel engine 1, so that reactive power loss acts on the alternator 2 and engine brake acts on the diesel engine 1.

As described above, according to this method, the vehicle driving command (for example, the amount of depression of the driver's cab accelerator pedal) from the vehicle cab is used as the DC motor armature current set value, and the DC motor armature current is set so that the set value is equal to the DC motor armature current. Edc=1.35Eac・COSγ formula Eac or γ
If one or both of these are controlled by the controller 5, the required amount of electric power can be continuously supplied from the ground power source to the DC motor 4 of the vehicle.

FIG. 2 is a configuration circuit diagram showing another embodiment of the present invention, and the same symbols as in FIG. 1 indicate components with the same functions. In this embodiment, the diesel engine 1 of the on-board power supply equipment of the embodiment shown in FIG.
Everything else is the same as in FIG. 1 except that the alternating current generator 2 in the figure is replaced with a well-known reactive power feedback forced commutation inverter 13 and a transformer 14.

With this configuration, the vehicle can be driven arbitrarily from either the on-board power source or the ground power source, as in the case of the embodiment shown in FIG. 1, but the embodiment shown in FIG. The difference is that when the vehicle is run on ground power, in the embodiment shown in Fig. 1, the difference power between the ground power power and the DC motor power consumption is consumed as engine braking and generator reactive power loss; In the figure, the configuration is such that reactive power is returned to the battery 12 via the reactive power feedback circuit of the inverter 13, and the on-board battery 12 is recharged using the ground power source while the vehicle is running.

Further, FIG. 3 shows the inverter 1 of the embodiment shown in FIG.
A reactive power feedback circuit 15 to the ground power source is connected to the output of 3.
is provided separately from the reactive power feedback circuit of the inverter 13 to the battery 12. As a result, the reactive power is returned to the lower power supply voltage side, so that the effect of preventing overcharging of the battery 12 can be expected.

As described above, according to the present invention, in a dual-mode vehicle configured to run on either on-board power source or ground power source, a substantially constant voltage can be achieved by utilizing the means necessary for running on the on-board power source already provided. The DC motor, which is the traction motor for the traveling vehicle, can be operated continuously at any voltage from the ground power source, and at this time, the rectifier circuit 3 does not require a special forced commutation circuit, and can be operated from the on-board power source. Since commutation can be performed using AC power generation means during running, the device has significant effects such as being compact, lightweight, low cost, and improved in reliability.

In the embodiments of the present invention, the ground power source is explained using DC overhead wires, but the same can be done by rectifying the AC overhead power line onboard the train to make the DC voltage, and the present invention can also be applied to railway vehicles, and in that case. Needless to say, the negative side pantograph can be omitted.

[Brief explanation of the drawing]

FIG. 1 is a configuration circuit diagram showing one embodiment of the present invention,
FIGS. 2 and 3 are configuration circuit diagrams showing other embodiments of the present invention. 1... Diesel engine, 2... AC generator, 3...
Rectifier circuit, 4... DC motor, 5... Controller, 6... Diode, 7... Smoothing reactor, 8, 9... Pantograph, 10, 11... Contactor, 12... Battery,
13...Inverter, 14...Transformer, 15...Reactive power feedback circuit.

Claims (1)

[Claims] 1 AC power obtained from a vehicle-mounted power supply equipment as a power means for driving a DC motor, which is a traction motor for a traveling vehicle, is converted into arbitrary DC power by a rectifier circuit configured with an electric valve with a control pole, and the above-mentioned It is equipped with on-board power generation means configured to smoothly operate a DC motor from low speed to high speed, and ground power receiving means for receiving substantially constant voltage power transmitted from ground power equipment on board, When the DC motor is driven by the ground power receiving means, the ground power receiving means and the onboard power generating means are connected in series,
By making a rectifier circuit constituted by an electric valve with a control pole of the on-board power generation means act as a separately excited inverter, the amount of power obtained from the ground power receiving means and the amount of power used to drive the DC motor can be adjusted. By applying the differential power of A dual-mode vehicle control system characterized by a voltage power supply that allows smooth operation from low to high speeds.