JPH0224082B2 - - Google Patents
Info
- Publication number
- JPH0224082B2 JPH0224082B2 JP60220093A JP22009385A JPH0224082B2 JP H0224082 B2 JPH0224082 B2 JP H0224082B2 JP 60220093 A JP60220093 A JP 60220093A JP 22009385 A JP22009385 A JP 22009385A JP H0224082 B2 JPH0224082 B2 JP H0224082B2
- Authority
- JP
- Japan
- Prior art keywords
- slipping
- torque
- idling
- skidding
- control device
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired - Lifetime
Links
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
- B60L3/10—Indicating wheel slip ; Correction of wheel slip
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2200/00—Type of vehicles
- B60L2200/26—Rail vehicles
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/72—Electric energy management in electromobility
Landscapes
- Engineering & Computer Science (AREA)
- Life Sciences & Earth Sciences (AREA)
- Sustainable Development (AREA)
- Sustainable Energy (AREA)
- Power Engineering (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
- Control Of Multiple Motors (AREA)
Description
【発明の詳細な説明】
本発明は電気車の再粘着制御装置に係り、特に
主電動機の電圧を検出し、再粘着制御を行う制御
装置に関する。DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a readhesion control device for an electric vehicle, and more particularly to a control device that detects the voltage of a main motor and performs readhesion control.
従来技術を電機子チヨツパ制御装置を例にとり
説明する。 The prior art will be explained by taking an armature chopper control device as an example.
電機子チヨツパ制御装置（以下チヨツパ装置と
略す）の力行時の主回路構成を第１図に示す。 FIG. 1 shows the main circuit configuration of the armature chopper control device (hereinafter abbreviated as chopper device) during power running.
ゲート制御回路（以下ゲートと略す）８より
ON指令がチヨツパ部７に与えられると、主電動
機電流は電源１からフイルタリアクトル２および
フイルタコンデンサ３で構成されるフイルタを通
して、主電動機４，５、および主平滑リアクトル
６に流れ、リアクトルにエネルギを貯えながら増
加する。 From gate control circuit (hereinafter referred to as gate) 8
When an ON command is given to the chopper section 7, the main motor current flows from the power supply 1 through the filter consisting of the filter reactor 2 and filter capacitor 3 to the main motors 4, 5 and the main smoothing reactor 6, and transfers energy to the reactor. Increases as you save.
次にゲート８よりOFF指令が出されるとチヨ
ツプ部７はOFFし、主電動機電流は上記の貯え
られたエネルギにより、フリーホイーリングダイ
オード９の回路を流れて減衰してゆく。 Next, when an OFF command is issued from the gate 8, the chop section 7 is turned OFF, and the main motor current flows through the freewheeling diode 9 circuit and attenuates due to the stored energy.
このON、OFF動作を繰り返すことにより、主
電動機電流の平均値（以下主電動機電流と略す）
つまり、主電動機のトルクが制御される。 By repeating this ON and OFF operation, the average value of the traction motor current (hereinafter abbreviated as traction motor current)
In other words, the torque of the main motor is controlled.
空転の検出は車輪の速度を直接速度発電機で検
出し、他の車輪の速度と比較するのが最良の方法
であるが、高価になるため電車では車輪を駆動す
る主電動機の電圧変化で空転を検出しているのが
一般的である。 The best way to detect wheel slippage is to directly detect the speed of a wheel using a speed generator and compare it with the speed of other wheels. It is common to detect
空転検出後の制御は、空転加速度（主電動機電
圧の上昇率）もしくは空転速度（主電動機電圧）
に応じて主電動機電流の絞りを変える制御を行
う。 Control after idling is detected by idling acceleration (rate of increase in traction motor voltage) or idling speed (main motor voltage)
Control is performed to change the throttle of the traction motor current according to the
第１図にＡ部に主回路１群あたり主電動機が２
個直列の場合、ブリツジ抵抗１０とDCPT１１か
らなる空転検出回路を示す。 In Figure 1, there are two main motors per group of main circuits in part A.
In the case of a series connection, a slip detection circuit consisting of a bridge resistor 10 and a DCPT 11 is shown.
車輪が空転していない場合、主電動機４および
５の逆起電力EM1およびEM2は、ほぼ同じ値であ
り、主電動機間差電圧ΔEM（＝｜EM1−EM2｜）を
検出しているDCPT１１は出力しない。 When the wheels are not idling, the back electromotive forces E M1 and E M2 of the traction motors 4 and 5 are approximately the same value, and the differential voltage ΔE M (= |E M1 −E M2 |) between the traction motors is detected. DCPT11 that is currently in use does not output.
ところが、一方の車輪が空転すると主電動機間
の逆起電力に差が生じ、主電動機間差電圧ΔEMを
DCPT１１で検出し、
dΔEM／dt≧K1（設定値）
又は
ΔEM≧K2（設定値）
の条件で、ゲート８の指令によりチヨツプ部７で
主電動機電流を絞り込む制御を行う。 However, when one wheel spins, a difference occurs in the back electromotive force between the traction motors, and the differential voltage ΔE M between the traction motors becomes
It is detected by the DCPT 11, and under the condition of dΔE M /dt≧K 1 (set value) or ΔE M ≧K 2 (set value), the chop section 7 performs control to narrow down the main motor current based on the command from the gate 8.
この方法の欠点は、空転時チヨツプ部７の通流
率を小さくするため、主電動機間差電圧ΔEMも小
さくなり、再粘着しない（空転が完全にとまらな
い）状態でも、
dΔEM／dt＜K1
又は
ΔEM＜K2
となり得る。この結果、ゲート８の指令でチヨツ
プ部７は通流率を大きくし、主電動機電流を所定
のレベルまでもどそうと制御する。この様子を第
２図に示す。 The disadvantage of this method is that the conduction rate of the tip 7 during idling is reduced, so the differential voltage ΔE M between the main motors is also reduced, and even in a state where there is no re-adhesion (the idling does not stop completely), dΔE M /dt< K 1 or ΔE M <K 2 is possible. As a result, in response to a command from the gate 8, the chop section 7 increases the conduction rate and controls the main motor current to return to a predetermined level. This situation is shown in FIG.
時刻t1で空転を始めると、主電動機間差電圧
ΔEMに電圧が現われ、主電動機電流IMMは絞り込
まれる。時刻t2から主電動機間差電圧ΔEMが小さ
くなるため、主電動機電流IMMは所定のレベルま
でもどそうとするが、微少空転ΔVが残る状態で
主電動機トルクが増すことで、再度、時刻t3で空
転をおこす。 When idling starts at time t1 , a voltage appears in the traction motor differential voltage ΔEM , and the traction motor current IMM is narrowed down. Since the differential voltage ΔE M between the traction motors decreases from time t 2 , the traction motor current I MM attempts to return to the predetermined level, but the traction motor torque increases with a slight slip ΔV remaining, causing the traction motor current I MM to decrease again at time t 2. I idle at t 3 .
レール等軌道の状態が良くない場合、一度空転
をおこすと、上述のように、いつまでも再粘着し
ない状態が続くことがある。このようになると、
利用粘着係数が下がるだけでなく、表定速度が守
れなくなるほど、運行管理上の問題も生じてく
る。 If the condition of the track, such as a rail, is not good, once slipping occurs, the state of not re-sticking may continue indefinitely as described above. When this happens,
Not only does the utilization coefficient decrease, but the more it becomes impossible to keep to the scheduled speed, the more problems arise in terms of operation management.
また、特公昭49−44963号公報で知られている
ように、所定以上の空転が生じている時間および
頻度が高くなるほど、トルクの絞込み量を大きく
して、再粘着を図ろうとするものがある。 Furthermore, as is known from Japanese Patent Publication No. 49-44963, there is a method that attempts to re-adhesion by increasing the amount of torque reduction as the time and frequency of slipping exceeding a predetermined value increases. .
しかし、この方法では、空転初期においては前
述した従来技術の域を出ず、空転が頻発してはじ
めて効力を発揮するものであつた。 However, this method is beyond the scope of the prior art described above in the early stages of idling, and becomes effective only when idling occurs frequently.
本発明の目的は、空転や滑走の初期にも、効果
的に再粘着させることのできる電気車の再粘着制
御装置を提供することである。 An object of the present invention is to provide a re-adhesion control device for an electric vehicle that can effectively re-adhe the electric vehicle even in the early stages of slipping or skidding.
本発明の特徴とするところは、空転又は滑走を
検出してトルクを低減させるに際し、トルクの低
減量および低減時間を、検出した空転又は滑走速
度に比例させると共に、このトルク低減量を前記
低減時間中、一定値に保つように構成することで
ある。 The present invention is characterized in that when detecting slipping or skidding and reducing torque, the torque reduction amount and reduction time are made proportional to the detected slipping or sliding speed, and the torque reduction amount is adjusted to the torque reduction time. In other words, it should be configured so that it remains at a constant value.
本発明の一実施例を図面にもとづいて説明す
る。 An embodiment of the present invention will be described based on the drawings.
第３図は本発明の一実施例の空転時の再粘着制
御装置を示す制御ブロツク図である。 FIG. 3 is a control block diagram showing a readhesion control device during idling according to an embodiment of the present invention.
空転信号を空転演算回路１２に取り込み、演算
した結果を主電動機電流IMMの指令値にマイナス
の偏差として与える。その結果をゲート８に与え
通流率を制御する。 The idling signal is taken into the idling calculating circuit 12, and the calculated result is given as a negative deviation to the command value of the main motor current IMM . The result is given to the gate 8 to control the conduction rate.
第４図は本発明の再粘着制御特性図である。 FIG. 4 is a readhesion control characteristic diagram of the present invention.
すなわち、時刻t1で車輪が空転速度V1で空転し
たとすると、ゲート指令に従い、チヨツプ部の通
流率を小さくし主電動機電流IMMを絞り込む。こ
の時の絞り量ΔIMMを、
ΔIMM∝V1
となるように選定し、一定時間Δt1（＝t5−t3）の
間同じ値に絞り込んでおく。その後、主電動機電
流IMMを所定レベルまでもどす制御を行う。 That is, if the wheels are idling at a idling speed V 1 at time t 1 , the current flow rate in the tip is reduced in accordance with the gate command to narrow down the main motor current I MM . At this time, the reduction amount ΔI MM is selected to be ΔI MM ∝V 1 , and the reduction is kept at the same value for a certain period of time Δt 1 (=t 5 −t 3 ). Thereafter, control is performed to return the main motor current IMM to a predetermined level.
絞り込みの時間Δt1も、
Δt1∝V1
となるように選定する。ΔIMM1，Δt1ともに空転
演算回路で演算して求める。 The narrowing down time Δt 1 is also selected so that Δt 1 ∝V 1 . Both ΔI MM1 and Δt 1 are calculated by an idle calculation circuit.
空転速度が小さい場合、例えば、V2のような
場合は、主電動機電流絞り込み量ΔIMM2および絞
り込み時間Δt2（＝t4−t2）も小さくする。 When the idling speed is low, for example, V 2 , the traction motor current throttling amount ΔI MM2 and the throttling time Δt 2 (=t 4 −t 2 ) are also made small.
こうすることにより、空転がとまるまで主電動
機トルクを減らしておくことになり、確実に再粘
着させることができる。また、空転速度に応じて
主電動機電流の絞り込み量を変えるため、無駄に
主電動機トルクを減らすことがなくなり、利用粘
着係数の向上が図れる。 By doing this, the main motor torque is reduced until the slipping stops, and re-adhesion can be ensured. Furthermore, since the amount of throttling of the main motor current is changed according to the idle speed, the main motor torque is not reduced unnecessarily, and the utilization coefficient of adhesion can be improved.
又、滑走時にも同様なことが可能である。 The same thing can also be done when gliding.
本発明によれば、レール等軌道の状態が悪い場
合でも、空転したこと、および、その時の空転速
度に応じて、主電動機トルクを一定時間一定値に
抑え込んでおくため、確実に再粘着させることが
できる。特に、空転や滑走の初期に、効果的に再
粘着させることができ、利用粘着係数の向上が図
れるという効果がある。 According to the present invention, even if the condition of the track such as a rail is poor, the traction motor torque can be suppressed to a constant value for a certain period of time in accordance with the fact that it has idled and the idling speed at that time, so that it can reliably re-stick. Can be done. Particularly in the early stages of slipping or sliding, it is possible to effectively re-adhese the adhesive and improve the utilization coefficient of adhesion.
第１図は力行時のチヨツパ装置の主回路構成
図、第２図は従来の再粘着制御特性図、第３図は
本発明の一実施例を示す再粘着制御のブロツク
図、第４図は本発明の再粘着制御特性図である。
１……電源、２……フイルタリアクトル、３…
…フイルタコンデンサ、４，５……主電動機、６
……主平滑リアクトル、７……チヨツプ部、８…
…ゲート、９……フリーホイーリングダイオー
ド、１０……ブリツジ抵抗、１１……DCPT、１
２……空転演算回路、EM1，EM2……主電動機逆
起電力、IMM……主電動機電流、ΔIMM1，ΔIMM2…
…主電動機電流絞り量、ΔEM……主電動機間差電
圧、Ｖ，V1，V2……空転速度、ΔV……微少空転
速度、ｔ……時間、Δt1，Δt2……絞り込み時間、
t1，t2，t3，t4，t5……時刻。
Fig. 1 is a main circuit configuration diagram of the chopper device during power running, Fig. 2 is a conventional readhesion control characteristic diagram, Fig. 3 is a block diagram of readhesion control showing an embodiment of the present invention, and Fig. 4 is FIG. 3 is a readhesion control characteristic diagram of the present invention. 1...Power supply, 2...Filter reactor, 3...
... Filter capacitor, 4, 5 ... Main motor, 6
...Main smoothing reactor, 7...Tip section, 8...
...Gate, 9...Freewheeling diode, 10...Bridge resistor, 11...DCPT, 1
2... Idle operation circuit, E M1 , E M2 ... Main motor back electromotive force, I MM ... Main motor current, ΔI MM1 , ΔI MM2 ...
...Train motor current throttling amount, ΔE M ...Difference voltage between main motors, V, V 1 , V 2 ... Idling speed, ΔV ... Slight idling speed, t... Time, Δt 1 , Δt 2 ... Throttling time ,
t 1 , t 2 , t 3 , t 4 , t 5 ... time.
Claims (1)
転又は滑走していることを検出する空転又は滑走
検出手段、この検出手段の信号により前記主電動
機のトルクを制御する制御装置を備え、前記主電
動機が駆動する前記車輪の空転又は滑走の速度又
は加速度を、前記空転又は滑走検出手段により検
出し、前記主電動機のトルクを前記制御装置によ
り減少させ再粘着制御を行う電気車において、ト
ルクの低減量および低減時間を検出した空転又は
滑走速度に比例させると共に、前記トルクの低減
量を前記低減時間中は一定に保つように構成した
ことを特徴とする電気車の再粘着制御装置。1 A traction motor, a slipping or skidding detection means for detecting whether wheels driven by the traction motor are slipping or skidding, and a control device for controlling the torque of the traction motor based on a signal from the detection means; The electric vehicle detects the speed or acceleration of slipping or skidding of the wheel driven by the wheel by the slipping or skidding detection means, and performs readhesion control by reducing the torque of the main motor by the control device, wherein the torque reduction amount and a readhesion control device for an electric vehicle, characterized in that the reduction time is made proportional to the detected slipping or sliding speed, and the amount of torque reduction is kept constant during the reduction time.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP60220093A JPS6192102A (en) | 1985-10-04 | 1985-10-04 | Electric car re-adhesion control device |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP60220093A JPS6192102A (en) | 1985-10-04 | 1985-10-04 | Electric car re-adhesion control device |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS6192102A JPS6192102A (en) | 1986-05-10 |
| JPH0224082B2 true JPH0224082B2 (en) | 1990-05-28 |
Family
ID=16745814
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP60220093A Granted JPS6192102A (en) | 1985-10-04 | 1985-10-04 | Electric car re-adhesion control device |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS6192102A (en) |
Families Citing this family (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS6331402A (en) * | 1986-07-18 | 1988-02-10 | Railway Technical Res Inst | Re-adhesion control method for inverter controlled electric motor car on sliding |
| JPS6331403A (en) * | 1986-07-18 | 1988-02-10 | Railway Technical Res Inst | Re-adhesion control method for inverter controlled electric motor car on slip |
| JP4549121B2 (en) * | 2004-07-20 | 2010-09-22 | 東洋電機製造株式会社 | Electric vehicle control device |
Family Cites Families (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5141994B2 (en) * | 1972-09-04 | 1976-11-12 |
-
1985
- 1985-10-04 JP JP60220093A patent/JPS6192102A/en active Granted
Also Published As
| Publication number | Publication date |
|---|---|
| JPS6192102A (en) | 1986-05-10 |
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