JPS6132882B2 - - Google Patents

Description

[Detailed Description of the Invention] The present invention uses a prime mover of an internal combustion engine such as a diesel engine or a gasoline engine (hereinafter referred to as an engine) to drive a generator, and the generated power drives a main motor to drive the vehicle. In an electric diesel locomotive, an induction motor is used as the main motor, the induction motor is driven by an AC generator, and the AC generator follows an arbitrary command rotation speed with high precision. This relates to brake control for electric diesel locomotives driven by electric diesel locomotives.

The speed governors of recent diesel engines have been improved, and high-performance models that fully incorporate electronic control are being developed. In particular, a diesel engine with a full-speed governor that is equipped with a command mechanism that can issue commands to rotate at any desired speed and that has introduced electronic control can quickly and accurately respond to any rotation speed command with high accuracy. The applicant is also developing a system for medium-sized locomotives with a maximum rotation speed of 1500 rpm and a rated output of 1000 horsepower class. We have succeeded in developing an extremely superior diesel engine in which the error in engine speed relative to the engine speed command is usually only ±1 rpm or less. There are various methods for controlling the engine speed with such high precision, and one example is the following method. That is,
The engine is equipped with a pulse-type engine tachometer that can output engine speed information with high resolution, converts the output engine speed information into an electrical frequency, and then converts it into an electrical frequency, etc. The difference between the output engine rotation speed command information and the rotation speed information, that is, the rotation speed difference information, and the amount of change in the rotation speed difference information per unit time, that is, the rotation speed change information, are announced at extremely short intervals. Based on these two pieces of information obtained in this way, the most appropriate predetermined fuel injection amount information for the engine to follow the engine speed command with high accuracy is calculated using the known arithmetic circuit. Generate it with a pattern generator etc.
Based on this appropriate fuel injection amount command information, an actuator with no hysteresis and extremely responsive ) controls the operation of a fuel supply device such as a fuel injection pump. This allows the engine to perform appropriate fuel injection and rotates with high precision in response to the rotation speed command information. I can do it.

When such an engine is used to drive an AC main generator, the frequency of the power generated by the main generator can be set to almost any value within the normal rotational speed range of the engine. Moreover, when such a system is adopted, the power supply voltage supplied from the main generator to the main motor increases as the rotational speed of the main generator increases, so the speed of the locomotive increases, in other words, the power supply voltage of the main motor increases. As the rotational speed increases, the supply voltage, which is generally required for induction motors, increases appropriately, so there is an advantage that there is usually no need to control the power supply voltage. Therefore, the variable frequency generator required in the past and the rectifier required when an alternating current generator was used as the main generator are completely unnecessary, and the locomotive configuration is significantly simplified. The benefits are huge.

By the way, it is widely known that an example of the relationship between slip and torque in a known induction motor when the power supply frequency is a variable variable is shown by a group of curves shown in FIG.

For example, if the voltage and frequency of the power supplied to the induction motor whose performance curve is shown in Fig. 1 change almost proportionally, then
The power source can be considered to be of the same quality as that obtained by controlling the rotation of an alternator.

Therefore, we used an engine that drives the alternator that can follow any commanded rotation speed with high precision, and by controlling the commanded rotation speed of the engine, we controlled the power supplied from the generator. In this case, it can be safely assumed that the relationship between slip and torque with the power supply frequency of the induction motor as a variable variable will be approximately as shown in FIG. The rotational speed of the main motor when such a generator is used as a main generator, and when such an induction motor is also used as a main motor, and power from the main generator is directly supplied to the main motor, that is, Depending on the train speed, the main motor
When specifying the torque to be exerted, the frequency of the power to be supplied from the main generator, i.e. the rotational speed of the main generator (this rotational speed corresponds to the engine rotational speed directly connected to it) and the slip first It can be determined from the curve shown in the figure. Therefore, a group of curves showing the relationship between train speed and power supply frequency (i.e. engine speed) with torque to be exerted as a variable variable, and a group of curves showing the relationship between train speed and slippage with torque as a variable variable. can be easily determined from FIG.

By using these curve groups, when the output command of the locomotive is given by traction force (main motor torque), the frequency of the main generator, that is, the appropriate rotational speed of the engine can be immediately determined.

Therefore, it goes without saying that in an electric diesel locomotive with such a configuration, it is possible to easily control the output of the locomotive within a certain range simply by controlling the engine speed, but in addition to that, the following ideas can be used. Therefore, this locomotive can also control the brakes.

In other words, as shown in Figure 1, when the number of rotations of the traction motor exceeds the number of rotations of the engine, that is, when the slip becomes negative, the traction motor is reversely rotated as shown in the figure. Brake torque is generated by what is called a dynamic brake. Therefore,
When a certain brake torque is specified for brake operation, by detecting the speed of the vehicle, it is possible to determine how much slippage is required to ensure that brake torque, that is, how much the main generator should be controlled. It is immediately clear whether the number of rotations should be used.

Therefore, in order to perform brake control to obtain a designated brake torque, it is sufficient to control the rotation of the engine that drives the main generator at the rotation speed obtained by the curve in FIG.

According to such a method, the engine can be used as an energy absorbing device, which has rarely been done in conventional electric diesel locomotives, and is therefore very preferable in many respects. This is because when using a known dynamic brake on an electric diesel locomotive, a dedicated resistor and cooling device must be installed to absorb the generated energy, which requires considerable expense. Because I did. However, with such a method,
When the brake energy is absorbed by the engine, it goes without saying that the engine itself has the ability to absorb a large amount of brake energy as is well known, but there is no need to add any brake heat dissipation equipment to the engine. Rather, it is sufficient to control the engine itself by providing the same control device as in the case of power running, as well as some equipment.

Furthermore, it is obvious that a locomotive that can use dynamic braking in this manner has many advantages over conventional systems using dynamic braking, or over locomotives that do not have a generator at all.

The present invention relates to a diesel locomotive using an induction motor as a main generator using such a system.
The present invention relates to a method of performing brake control using a power-generating brake.

An example of the control during power running of such a locomotive is described in Japanese Patent Application No. 55-99428 (Electric Diesel Locomotive Using an Induction Motor as the Main Motor)
Prior to describing the embodiments of the present invention, let us describe the main structure of such a locomotive and an embodiment of its control method.

When controlling the output of this type of locomotive, it is possible to perform slip control of the traction motor by adjusting the power frequency supplied to the traction motor as described above, There are certain restrictions on the frequency of the power source generated by the machine, as described below. This is because the engine that drives the main generator has a specified range of revolutions, and the engine cannot be operated outside of that range. Therefore, in this example, the engine used is the same as the known standard engine diesel engine in Japan, that is, the rotation speed range is from 500 rpm to 500 rpm.
1500 rpm, and assuming that the number of poles of the main generator driven by this is 6 poles, the frequency of the power supply can only be controlled within the range of 25 Hz to 75 Hz. Therefore, the traction motor in this embodiment is one that can sufficiently control the torque of the traction motor by controlling the voltage applied to the traction motor when the frequency is constant under such a low frequency. shall be taken as a thing.

An embodiment of the present locomotive that takes into account the above points will be described based on the block diagram shown in FIG.

In the figure, the traction force to be exerted by an electric diesel locomotive that uses an induction motor as the traction motor, that is, the output command of the traction motor, is controlled by the master controller MC, which is controlled by the crew by operating the master controller MC. An output command is issued, and the output command information is a power frequency information generating mechanism for determining an appropriate power frequency to be supplied to the main motor MM. The signal is output to the multiple pattern generator 1. At the same time, train speed information of the locomotive is outputted to the multiple pattern generator 1 from a known speed generator TG.

The above-mentioned multiple pattern generator 1 shows the relationship between the rotational speed of the traction motor and the power supply frequency with the torque of the traction motor as a variable variable, as described above, by performing tests on the performance of the traction motor MM in advance. A group of curves is determined in advance, and these curve groups are stored using a built-in known storage element (not shown).

Then, by inputting the output command information and the train speed information, only the one curve corresponding to the torque of the input output command information is selected from the group of curves in which these torques are variable variables using a known method. Then, from the selectively generated curve, a power supply frequency corresponding to the train speed information is obtained by a known method.

By such a method, the locomotive can detect the power supply frequency for exerting a predetermined torque corresponding to the output command and speed.

The frequency thus detected is output as frequency information to the switching device 2 which includes a known comparator and a reference frequency oscillator. The switching device 2 inputs the frequency information output from the multiple pattern generator 1 to a built-in comparator, and the frequency information is in the range of frequencies that can be generated by the main generator of the locomotive, that is, 25 Hz or more. Test whether or not.

As mentioned above, the power source for the locomotive is supplied from an alternator that is directly driven by the engine, which has a limited rotation speed range, so there is a limit to the frequency that can be generated. Output control must be performed by a method other than keeping the slip at the intended value, that is, by voltage control. For this reason, when the train speed is in a low speed range, the switching device 2 is configured to control the power supply in order to ensure a predetermined torque, that is, a predetermined slip, in response to a command output when the train speed is in a low speed range. A built-in comparator compares and determines whether or not the lower limit frequency, which is impossible at 25Hz, has been reached.

By such a method, when the power supply frequency corresponding to the output command information exceeds a predetermined lower limit value,
That is, if it is possible to secure and control the intended slip, the frequency information from the multiple pattern generator 1 is output to the engine controller 3 via the switch 2. The engine controller 3 has a known arithmetic unit, variable frequency oscillator, etc. therein, inputs the frequency information, and calculates the rotational speed of the engine E necessary for the main generator G to generate power equivalent to this frequency. The calculation is detected and the obtained rotational speed is output to the governor 5 attached to the engine E as engine rotational speed command information.

In addition, as a method of output, for example, a frequency proportional to the engine rotation speed command can be considered, but in that case, the built-in variable frequency oscillator converts the level to that level and outputs it. The speed governor 5 into which the engine speed command information has been input performs fuel injection suitable for causing the engine E to rotate in accordance with the engine speed command information with high precision using the method described above, and therefore, The engine E rotates to follow the commanded rotation speed with high precision, and the main generator G, which is directly connected and driven, generates power at a frequency corresponding to the frequency information output from the multiple pattern generator 1, and the main motor The torque is transmitted to the main motor MM, and the main motor MM exerts torque corresponding to the output command from the main controller MC, so that the locomotive operates in a predetermined manner.

Next, because the locomotive runs at low speed, it is impossible to control the frequency of the power supply at the desired value to ensure the locomotive's output at a predetermined value. When control is not possible (in the above example, if the power supply frequency is
25Hz or less), it is not possible to reduce the rotation speed of engine E below 500rpm in order to secure the predetermined frequency. The lower limit frequency information (25Hz in this example) is output to the engine controller 3 by the built-in reference frequency oscillator. By the way, in such a state, the main generator G
Since the engine E continues to rotate at the lowest engine speed, it continues to supply power at a constant frequency. In such a state where the power supply frequency is low, the traction motor MM in the embodiment is one that can perform sufficient torque control by controlling only the voltage as described above. The output of the locomotive is controlled by controlling the power supply voltage. In other words, the engine speed changes from the switching device 2.
The voltage controller 6 inputs the information that it is in a state where it continues to rotate at 500 rpm, becomes operational, and inputs the output command information from the master controller MC, as well as the train speed information from the speed generator TG. Input,
From the performance curve of the induction motor stored in memory in advance, the voltage required to produce an output corresponding to the required torque in that state is detected, and this is used as voltage information to be applied to a known field regulator attached to the main generator G. Output to GF. The field regulator GF inputs this voltage information, becomes operational, and adjusts the main generator G using a known method.
The main motor MM rotates while exerting a predetermined torque by adjusting the field and generating a voltage corresponding to the voltage information.

By the method described above, the locomotive can be operated while performing predetermined output control.

Next, an embodiment of the present invention will be described with reference to FIG. 3 regarding a brake control method when the engine E is used as a brake energy absorbing device in such a locomotive.

Figure 3 is a block diagram when the present invention is implemented in the locomotive described in Figure 2. Items with the same symbols as those in Figure 2 have the same functions and mechanisms. In the drawings, descriptions of those not directly related to the embodiments of the present invention are omitted.

In the figure, it consists of a known brake valve, etc.
The brake command unit BV, through which the crew member issues a brake command to the locomotive, converts the brake command value intended by the crew member obtained by the crew member's steering wheel operation into a brake amount, and transmits the converted brake amount to the brake pattern generator 101. There are various methods for converting the brake amount, but in this embodiment, it is assumed that the brake amount is converted into brake torque.

The brake pattern generator 101, which has a built-in known pattern generator, combines command information from the brake command device BV and speed information from the speed generator TG (as described above, this speed is based on the rotation speed information of the main motor MM). match). This pattern generator 101
has a built-in set of patterns representing the relationship between train speed and power supply frequency with brake torque as a variable variable determined from the performance curve of the traction motor MM based on Figure 1, and brake command information is extracted from this set of patterns. A unique pattern corresponding to the brake torque is selected and generated, and the power frequency corresponding to the train speed information is obtained from the selected curve by a known method.

The power supply frequency necessary for brake operation obtained by such a method is transmitted to the engine controller 3 in the same way as in the case of power running via the brake failure detector 102 having the function described below, and is then transmitted to the engine controller 3. In response, the engine controller 3 issues a control command to the speed governor 5 attached to the engine E to rotate this frequency at a rotation speed suitable for the main generator G to generate electricity, and the engine E receives this command. to rotate the main generator G at a predetermined rotation speed,
In this way, the main motor MM is in a state of a predetermined slip with respect to the power supply frequency, and generates a brake torque commensurate with the brake command value.

The above is a case where the rotation speed of the engine E is within a predetermined range and the rotation of the engine E can be controlled at a rotation speed at which the engine E can ensure a predetermined slip. However, as described above, the engine E has a certain rotational speed range, and rotational control during braking is performed under conditions in which the range is extremely restricted. This is because during braking, engine E operates not as a prime mover but as a brake energy absorbing device, so when a large brake torque is applied, engine E gradually reduces the amount of fuel injected and strives to maintain a predetermined rotation speed. However, when no fuel is injected,
In other words, even if control is performed so that the maximum brake torque can be expected, if the predetermined rotational speed is not secured, there is no further control means, and the rotation becomes uncontrollable and brake control becomes impossible.

Such a phenomenon occurs when the brake torque generated by the main electric motor MM exceeds the brake torque of the engine E, or when the absorbed energy is large, such as on a downhill slope.

Furthermore, when the train speed is low, even if engine E has to rotate below 500 rpm to ensure a predetermined brake torque, engine E cannot rotate below this, and if the slip is less than the predetermined value, In the end, this may become positive, and there is a possibility that the braking force may fail. In such a case, use brake torque, etc. to prevent engine E from rotating below 500 rpm within a specific rotation speed range that would cause serious trouble to engine E, for example, within a range that does not conflict with the natural torsional frequency of the crankshaft. There are ways to allow this and obtain brake torque, but in reality there are many problems.

Let's discuss an example for improving this situation. The method described below is a measure to be taken when the engine E has to be controlled to rotate below a predetermined rotation speed range in order to secure a predetermined brake torque in a low speed range.

The rotation speed of the engine E corresponding to the power supply frequency command information output from the brake pattern generator 101 is
When the engine speed falls below 500 rpm, the brake failure detector 102, which includes a known level comparator, uses this comparator to detect that the engine speed has exceeded the control limit, and brake control cannot be performed satisfactorily. Outputs brake control invalidation information indicating that the brake control has expired. This information, for example, is notified to the crew by display etc., and the crew can then switch to braking control by other means from that point on, or as long as it is possible to secure even the slightest slip. To the extent that the electromagnetic brake can be effectively used by controlling the field of the main generator G to increase the voltage and increase the torque, use this method, and if there is a deficiency, compensate for it by operating other brake devices. However, in the present embodiment, from this point onwards, all electric power braking is turned off, and instead, the train is automatically braked by an equivalent known pneumatic brake.

Brake control invalidation information that is output upon detection of such a situation is output to the field regulator GF attached to the main generator G, sets the field current of the main generator G to O, and the main Make generator G inoperable. On the other hand, the information is transmitted to the cutoff device 106 having a known switch.
In response to this, the cutoff device 106 is activated and transmits the brake command information from the brake command device BV to the known air brake controller BC.
In response to this, the device obtains compressed air from an air tank (not shown), adjusts it to a predetermined pressure, and sends it to the brake cylinder BCy (also not shown) in order to obtain a brake torque that almost matches the brake command information. In response to this, the same cylinder BCy activates the brakes on the locomotive.

Next, even if the brake failure detector 102 does not operate, if the brake energy is large and the engine E cannot maintain a predetermined rotation speed due to the above-mentioned reason, in other words, a known engine tachometer ETG installed on the engine E is used. Let us now discuss measures to be taken when a situation occurs in which the detected engine speed information does not match the engine speed command information output by the engine controller 3. These two pieces of information are stored in the brake compensator BP, which has a built-in comparator and pattern generator.
is output to. The brake compensator BP uses a built-in comparator to detect that the two pieces of information input in this way do not match, and then adjusts the engine E as necessary.
An exhaust brake activation command, which is widely known as a means of increasing the brake torque of the engine, is output to an exhaust brake activation device built in the exhaust system of engine E (not shown), and the command is also output based on data obtained in advance through tests, etc. According to the difference between the obtained information, the braking force by the air brake, that is, the supplementary braking amount required to keep this difference within a certain range is stored as a pattern. When these two pieces of information are input, the engine starts operating and detects the difference between the command value and the actual engine speed caused by insufficient braking force, and also detects the difference in engine speed that is necessary to prevent the detected speed difference from increasing. The amount of supplementary braking caused by the air brake is detected by a built-in pattern generator, and the detected amount of supplementary braking is output to the brake controller BC. In response to this, the controller BC compresses the brake cylinder BCy to a predetermined pressure. Air is supplied, which activates the supplementary brake to prevent the locomotive from accelerating due to insufficient braking force. When such control is performed, the brake torque is increased by supplementary braking, so that a brake larger than the braking force originally intended by the crew member may be applied.

However, if such control is carried out, there is also the risk that the train will overrun due to an incorrect setting of the brake force at the beginning, resulting in significant slippage and a significant decrease in brake torque, resulting in a situation in which the brakes are essentially uncontrollable. This can be prevented.

Note that such supplementary brake control is performed to prevent overspeeding or insufficient deceleration due to insufficient braking force of the locomotive, but this control method may be implemented in other embodiments, such as when the brake command value is equal to the brake torque of engine E. Various other embodiments are conceivable, such as a method of detecting that the output exceeds the current value and operating a supplementary brake.

The example described below is one of the cases in which engine rotation control is no longer possible, and the brake command value has reached the maximum value that can be absorbed by the engine E, and the brake torque exceeding this value cannot be applied to the engine. Detects a situation where it is impossible for E to absorb the situation, and responds to a brake command that exceeds that by consuming the voltage generated by the main motor in a dedicated dynamic braking resistor as a supplementary brake. It's a method. This method requires the same resistance for generating brakes as in previous locomotives, but it is completely different from the previous one in that it is used only as an auxiliary means for absorbing the brake, and its configuration is significantly simpler than the previous one. This is a feature of this embodiment.

As mentioned above, the state in which engine E can exert its maximum brake torque is the state in which the fuel supply to engine E is cut off (this condition is further added when an exhaust brake is used); Since this can be easily detected by the speed governor 5 attached to the engine, an example of detecting such a state and operating the supplementary brake using this principle will be described with reference to Fig. 4. let's see.

Fig. 4 is a block diagram of the locomotive described in Fig. 3, with the supplementary brake replaced with one according to this embodiment. Items with the same symbols as those in Fig. 3 have the same configuration and performance; Items that are not relevant to the explanation of the example have been omitted.

In the figure, the speed governor 5 attached to the engine E controls the engine speed to a predetermined speed according to the engine speed command information output from the engine controller 3, but the brake energy absorption capacity of the engine E is exceeded. After the fuel supply is cut off, it is no longer possible to control the rotation of engine E in response to the brake command. The governor 5 indicates that this state has been reached.
A known position detector C detects the operation of the fuel supply mechanism attached to the fuel supply mechanism, and outputs this to an excessive brake command detector AC having a known integrator. , after the time when information from the position sensor C is output regarding the brake command value issued in units of torque from the brake command unit BV, that is, the time when an excessive brake command that cannot be absorbed by the engine E is issued. The subsequent brake command value is detected by a method such as using a known integrator, and is output as excessive brake command information to a brake power detector WH having a known integrator. The same detector WH that received this
inputs the same information and the train speed information from the speed generator TG, multiplies these two pieces of information, converts the required brake absorption energy corresponding to the excessive brake command information into an electric power value, and calculates the required brake absorption energy corresponding to the excessive brake command information. The power information is output to a known resistance controller CS that includes a built-in voltage detector, current detector, and if necessary, a power factor detector. In response to this, the controller CS measures the brake current flowing to the variable resistor VR using a built-in voltage and current detector, and uses known means to absorb brake energy equivalent to the excessive brake command information value. The resistance value of variable resistor VR is set to a value to to prevent phenomena such as insufficient deceleration force from occurring. Note that in this example, the fluctuation in the main generator power supply voltage that occurs due to the activation of the supplementary brake was ignored, but if this cannot be ignored, from this point on, the slip adjustment that takes this into account will be performed. It goes without saying that it is necessary to control the rotation of the engine E or take measures to compensate for the power supply voltage.

When a general automobile drives down a slope, it is widely practiced to control the braking force of the engine brake by appropriately switching the gear ratio depending on the slope level. If sufficient braking force cannot be obtained by controlling the rotation speed, as mentioned above, if you somehow increase the speed of the engine E within the allowable range of the engine speed, just like in a car, the engine E will be faster at the same speed. Effective braking energy can often be absorbed.

This is because brake energy absorption in engine E is performed by the internal friction of engine E, the energy required for intake, exhaust, and compression of air in the cylinder, and various auxiliary machines of engine E, such as the cooling water pump and lubricating oil pump. This is because the energy absorption of each element often increases as the rotational speed increases when viewed in terms of torque, and therefore, if the engine E is rotated at an increased speed, a greater braking effect can often be expected.

In order to control the speed of the engine E in this locomotive in this way, in the embodiment shown in FIG. The number of poles can be reduced as necessary. because,
If such control is performed, the engine E will rotate at an increased speed in order to secure the required slippage, so that a larger amount of braking energy can be absorbed.

Next, an example will be described in which brake control is performed by increasing engine speed using a six-pole and four-pole multi-pole generator. The reason why the brake torque cannot maintain the specified value and brake control becomes impossible is that if the specified engine speed control is performed and the engine speed falls outside the allowable range, the brake torque may be excessive. Therefore, there are many cases where engine E does not follow the command rotation speed and other cases, and in order to prevent brake control from failing, there are various ways to perform polarity reversal control and rotate engine E at increased speed. Although other methods are conceivable, the embodiment described below is a brake control method that should be implemented as a countermeasure for the case where the brake energy to be absorbed is excessive on a downhill slope, etc., and the brake control cannot be performed with the predetermined control.

Figure 2 is a block diagram when this method is implemented on this locomotive. Although such pole reversal control can be performed even during power running, this diagram shows the minimum necessary amount to implement brake control by pole reversal. Only the configuration is shown, and those with the same symbols as in FIG. 3 have the same functions and configurations as in FIG.

In the figure, the multi-pole generator GP, which can be switched between 6 poles and 4 poles, performs brake control under exactly the same conditions as in Figure 3 under the 6 pole condition. In such a situation, the brake command of the locomotive cannot sufficiently absorb the brake energy, and therefore, the engine controller 3 receives the brake command information from the brake command unit BV and uses the brake command to secure a predetermined brake force. Suppose that even with rotational speed control, the train gradually accelerates due to the acceleration force of the downhill slope. In order to prevent this phenomenon, the crew member issued a brake command that exceeded the braking force that engine E could absorb, and this command value was determined by engine E being a six-pole multi-pole generator.
Suppose that when operating directly with the GP, the maximum brake torque that can be expected exceeds the brake torque that can be obtained with fuel injection set to O and, in some cases, the exhaust brake activated.

The brake force detector PC with a built-in level comparator has a 6-pole multi-pole generator stored in its built-in memory in advance.
The GP memorizes the brake command value corresponding to the standard maximum brake torque that can be expected from engine E.
The command value from the brake command device BV is the engine E mentioned above.
It compares whether the brake torque exceeds the brake torque that can be borne by the 4-pole brake pattern generator 101, and when it is detected, it operates and outputs a brake command value to the brake pattern generator 101. 110 and a multi-pole generator
A command is given to the known pole number converter GPC attached to the GP to change the number of poles from 6 to 4, and in response to this, the multipole generator GP changes to 4 poles. A four-pole brake pattern generator 110 having a known multiple pattern group generator is a brake pattern generator 10
When the generator is converted to 4 poles as in 1,
Brake torque is used as a variable variable, and a group of curves showing the relationship between train speed and power supply frequency is built in, and the brake pattern generator 10 operates in response to the brake command value output from the brake force detector PC.
Almost the same operation as 1 is performed to detect the frequency to be generated by the multipole generator GP in the 4-pole state, and output this to the 4-pole engine controller 31. In response to this, the controller 31 instructs the governor 5 of the engine E to generate a predetermined frequency so that the multipole generator GP can generate a predetermined frequency at a rotation speed that corresponds to a predetermined frequency and does not exceed the allowable rotation speed. A command is given to the engine E to rotate, and thus the engine E performs accelerated rotation, and the multipolar generator GP
and the main motor MM is set to a predetermined slip, thereby absorbing more braking energy and preventing the train from accelerating.

In this example, it is assumed that the maximum brake torque that can be expected from engine E is approximately constant.
As mentioned above, it actually changes depending on the rotation speed of engine E, and when controlling to the maximum expected value, the brake command value exceeds the expected brake torque. A method of comparing the rotation speed of engine E with the brake torque limit value taken into consideration when carrying out the verification of whether or not there is The value may be compared with the brake command value.

Even if engine E is rotated at increased speed using this method,
If the braking force is insufficient, please refer to Figure 3 or 4.
Naturally, supplementary brakes similar to those described in the figure must be activated.

In all the embodiments described above, the prime mover that drives the main generator of the locomotive is a diesel engine, but the type of prime mover is not limited to this, and the type of prime mover that drives the main generator of the locomotive is not limited to this. The present invention can be implemented in exactly the same way with other types of prime movers as long as the prime mover is able to follow and rotate with high precision the given rotational speed command information.

Also, regarding the output command information issued from the master controller MG, etc., instead of torque, other output units,
For example, it is also possible to perform this in units of work (horsepower) (in this case, it is possible to perform the calculation on various performance curves that are stored in a pattern generation mechanism, etc. that generates the appropriate power frequency information that should be generated by the main generator, etc.). It is necessary to use a unit different from the unit shown in this example, that is, the unit of torque), and also for the pattern generation mechanism used in this example. In the case where other known memory circuits or various performance curves built into the pattern are determined by calculation instead of the mechanism, the present invention can be implemented by using a known calculation mechanism. Furthermore, in the embodiment shown in FIG. 5, there is no mention of the level of the power supply voltage supplied by the multi-pole generator GP after the multi-pole generator GP has reversed the polarity, but after the polarity reversal, the generator rotates. It goes without saying that if the power supply voltage becomes higher than necessary due to an increase in the number of generators, it is necessary to adjust the voltage by, for example, controlling the field controller attached to the multipole generator GP. . Furthermore, the number of poles to be changed by the multi-pole generator GP and the engine rotation speed are not specified in this embodiment, but are based on the power source obtained by making the rotation speed of the alternator variable. FIG. 1, which shows the relationship curve between torque and slip of an induction motor, is merely an example, and even if the curve is significantly different from that shown in FIG. There is no hindrance to its implementation.

[Brief explanation of the drawing]

Figure 1 is a diagram showing an example of a group of performance curves showing the relationship between slip and torque with the power supply frequency as a variable variable for a known induction motor, and Figure 2 is an example of a control implementation of an electric diesel locomotive. DESCRIPTION OF THE PREFERRED EMBODIMENTS FIGS. 3, 4, and 5 are block diagrams illustrating embodiments of the present invention. MC...Main controller, E...Engine, G...Main generator, MM...Main motor, TG...Speed generator,
GP...Multi-pole generator, GF...Field regulator, BV...
...Brake command unit, BC...Brake controller, VR
...variable resistor.

Claims (1)

[Claims] 1. A main motor using an induction motor, which is equipped with an AC main generator directly driven by an engine, and whose power frequency is determined based on speed information and output command information of the locomotive. In contrast, the main generator should be rotated at a rotation speed that generates a frequency equal to the frequency information output from the power supply frequency information generation mechanism and the frequency information output from the power supply frequency information generation mechanism. An electric diesel engine equipped with an engine controller that outputs engine speed command information to the engine, and an engine for driving the main generator that receives the engine speed command information and operates to follow the command information with high precision. In a car, based on the brake command that is output instead of the output command,
A brake frequency detection mechanism is provided to detect a frequency at which the power supply frequency is in an appropriate slip state with respect to the main motor, and the engine is controlled to rotate at a rotation speed such that the generator generates a frequency equal to the frequency detected by the detection mechanism. A brake control method for an electric diesel locomotive, characterized in that a control method for obtaining a brake force corresponding to a brake command is used. 2.Equipped with an AC main generator directly driven by the engine, and based on the speed information and output command information of the locomotive, the power supply frequency of the main generator is set to an appropriate slip ratio for the main motor using an induction motor. a power supply frequency information generation mechanism capable of detecting a frequency that causes the power supply frequency information generation mechanism; and an engine rotation speed command to cause the main generator to rotate at a rotation speed that generates a frequency equal to the frequency information output from the power supply frequency information generation mechanism. In an electric diesel locomotive equipped with an engine controller that outputs information to the engine and an engine for driving the main generator that receives the engine rotation speed command information and operates to follow the command information with high precision, Based on the brake command output instead,
A brake frequency detection mechanism is provided to detect a frequency at which the power supply frequency is in an appropriate slip state with respect to the main motor, and the engine is controlled to rotate at a frequency equal to the frequency detected by the detection mechanism at a rotation speed generated by the generator. Therefore, when using a control method to obtain a brake force corresponding to a brake command, if the brake command value exceeds the brake energy absorption capacity of the engine, the brake control method is applied in accordance with the exceeded brake command value. , or in place of this, a brake control method for an electric diesel locomotive, characterized in that another brake control method is used. 3 Equipped with a multi-pole generator that is directly driven by the engine and whose polarity can be reversed, and whose power frequency is determined to be appropriate for the main motor using an induction motor based on the speed information and output command information of the locomotive. A power supply frequency information generation mechanism capable of detecting a value that causes a slip state, and engine rotation speed command information indicating that the engine should be rotated at a rotation speed that generates a frequency equal to the frequency information output from the power supply frequency information generation mechanism. In an electric diesel locomotive equipped with an engine controller that outputs to the engine and an engine for driving a multi-polar generator that receives the engine rotation speed command information and operates according to the command information with high precision, the output command information In order to secure the braking force corresponding to the brake command information output instead, when controlling the rotation speed of the multi-polar generator drive engine so that the main motor has an appropriate slip with respect to the power frequency, the engine is When the brake energy to be absorbed exceeds the capacity that the engine can absorb, the multi-polar generator is controlled to reverse the polarity, thereby ensuring appropriate slippage of the power frequency to the traction motor. Brake control method for electric diesel locomotives.