JP3186281B2 - AC electric vehicle control device - Google Patents
AC electric vehicle control deviceInfo
- Publication number
- JP3186281B2 JP3186281B2 JP34386692A JP34386692A JP3186281B2 JP 3186281 B2 JP3186281 B2 JP 3186281B2 JP 34386692 A JP34386692 A JP 34386692A JP 34386692 A JP34386692 A JP 34386692A JP 3186281 B2 JP3186281 B2 JP 3186281B2
- Authority
- JP
- Japan
- Prior art keywords
- pulse width
- width modulation
- electric vehicle
- power
- voltage
- 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
-
- 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
- Protection Of Static Devices (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
Description
【０００１】[0001]
【産業上の利用分野】本発明は、主回路にパルス幅変調
コンバータ回路を用い、交流電力回生機能を有する交流
電気車の制御装置に係り、特に、交流電源の停電を検知
する機能を備えた交流電気車の制御装置に関する。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a control apparatus for an AC electric vehicle having a pulse width modulation converter circuit as a main circuit and having an AC power regeneration function, and more particularly to a control device for detecting a power failure of an AC power supply. The present invention relates to a control device for an AC electric vehicle.
【０００２】[0002]
【従来の技術】交流電気車の架線停電を検知する方式と
して、従来、特開平1−248968 号公報に示されているよ
うに、直流ステージ電圧（平滑コンデンサの両端電圧）
を監視し、予定の条件内の時、停電検知信号を送出する
ものがあった。2. Description of the Related Art As a method for detecting an overhead line power failure of an AC electric vehicle, a DC stage voltage (a voltage across a smoothing capacitor) has conventionally been disclosed in Japanese Patent Application Laid-Open No. 1-248968.
In some cases, a power failure detection signal is sent out when the conditions are within the predetermined conditions.
【０００３】また、変圧器の２次巻線電圧と２次電流と
の位相差が、停電時に自動的に１８０°になってしまう
ことを利用して停電を検知する特開平1−252173号公報
があった。Japanese Patent Application Laid-Open No. HEI 1-252173 discloses that a power failure is detected by utilizing the fact that the phase difference between the secondary winding voltage and the secondary current of the transformer automatically becomes 180 ° at the time of the power failure. was there.
【０００４】[0004]
【発明が解決しようとする課題】しかし、上記従来技術
の前者では、同一き電区間内に回生車両が存在する場合
について考慮されてない。However, in the former of the prior art, no consideration is given to the case where a regenerative vehicle exists in the same power supply section.
【０００５】また、後者においては、回生運転時におい
て力率が−１、すなわちφが180°となるように２次電
流パターンＩｓｐを設定しているため、制御偏差が存在
すると実際の２次電流Ｉｓは、２次電流パターンＩｓｐ
に比べ位相が遅れてしまう。実際の２次電流Ｉｓが、２
次電流パターンＩｓｐに比べ位相が遅れる理由を、以下
に述べる。In the latter case, the secondary current pattern Isp is set so that the power factor becomes −1, that is, φ becomes 180 ° during regenerative operation. Is is the secondary current pattern Isp
Phase is delayed as compared with. The actual secondary current Is is 2
The reason why the phase is delayed as compared with the next current pattern Isp will be described below.
【０００６】回生運転を行なうためには、コンバータ入
力電圧Ｖｃが変圧器２次巻線電圧Ｖｓより位相が進みで
ないと回生電流が流れないので、図６に示すように、Ｖ
ｃとＶｓの間には常に位相差が存在し、同相になること
は無い。よって、Ｖｓ−ＡＣＲ出力がＶｃであるから、
ＡＣＲ出力は常に存在する。In order to perform the regenerative operation, the regenerative current does not flow unless the converter input voltage Vc has a phase advance from the secondary winding voltage Vs of the transformer. Therefore, as shown in FIG.
There is always a phase difference between c and Vs, and they are never in phase. Therefore, since the Vs-ACR output is Vc,
The ACR output is always present.
【０００７】ＡＣＲ出力をＡＣＲのゲインＧを割るとＡ
ＣＲ入力εＩｓとなる。厳密に言えば、ＡＣＲ自身が遅
れ要素を持つので位相もわずかに変換するが、無視でき
る程度なので、ＡＣＲ入力εＩｓは、ＡＣＲ出力と同相
と考えてよい。また、ＡＣＲのゲインＧは、制御系を安
定に動作させるため、有限な値である。従って、εIsと
いう偏差は必ず存在している。When the ACR output is divided by the gain G of the ACR, A
It becomes CR input εIs. Strictly speaking, the phase is slightly converted because the ACR itself has a delay element, but since it is negligible, the ACR input εIs may be considered to be in phase with the ACR output. Further, the gain G of the ACR is a finite value in order to operate the control system stably. Therefore, there always exists a deviation of εIs.
【０００８】Ｉｓｐ−Ｉｓ＝εＩｓであるからＩｓとＩ
ｓｐの関係は図６のようになり、実際の２次電流Ｉｓ
は、２次電流パターンＩｓｐに比べ位相が遅れることに
なる。まず、力行運転を行なっている電気車Ａの主回路
方式を、抵抗制御車や位相制御車と想定する。この場
合、電気車Ａの等価回路は、純抵抗負荷分の誘導性負荷
分との直列回路で表すことが出来る。この時の等価回路
図を図９に示す。Since Isp-Is = εIs, Is and I
FIG. 6 shows the relationship between sp and the actual secondary current Is.
Is delayed in phase as compared with the secondary current pattern Isp. First, it is assumed that the main circuit system of the electric vehicle A performing the power running operation is a resistance control vehicle or a phase control vehicle. In this case, the equivalent circuit of the electric vehicle A can be represented by a series circuit with a pure resistance load and an inductive load. FIG. 9 shows an equivalent circuit diagram at this time.
【０００９】従来の制御方式では、回生車の供給するＩ
ｓによって力行車側で純抵抗負荷分による電圧降下Ｖ
ｒ′と誘導性負荷分による電圧降下Ｖ１′が発生する。
運転状態によって、そのベクトル図が図４のようになる
と、あたかも停電前の変圧器２次巻線電圧Ｖｓと等しく
なってしまう。In the conventional control method, I
The voltage drop V due to the pure resistance load on the powering vehicle side due to s
A voltage drop V1 'occurs due to r' and the inductive load.
If the vector diagram becomes as shown in FIG. 4 depending on the operation state, the voltage becomes equal to the transformer secondary winding voltage Vs before the power failure.
【００１０】このとき純抵抗負荷分による電圧降下Ｖ
ｒ′と誘導性負荷分による電圧降下Ｖ１′の合成による
変圧器２次巻線電圧Ｖｓに対し、再び、２次電流パター
ンＩｓｐを発生するのでパワーバランスが崩れない限
り、車上側からみると、あたかも停電していないように
見える状態が続く。At this time, the voltage drop V due to the pure resistance load
A secondary current pattern Isp is generated again for the secondary winding voltage Vs of the transformer by combining r ′ and the voltage drop V1 ′ due to the inductive load, so that the power balance is maintained, so that as seen from the vehicle upper side, The state that looks as if no power outage continues.
【００１１】減速により回生側の発生する電力が減少し
ても、力行電気車が、抵抗制御車や位相制御車の場合、
架線電圧の低下により、力行側の消費する電力も減少す
るので、このベクトル図は相似形を保ったままであり、
バランス状態が継続することになる。[0011] Even if the electric power generated on the regenerative side decreases due to deceleration, if the powering electric vehicle is a resistance control vehicle or a phase control vehicle,
Since the power consumption on the powering side also decreases due to the decrease in overhead line voltage, this vector diagram remains similar,
The balance state will continue.
【００１２】このバランス状態が継続するとき、直流ス
テージ電圧の変動を検出して、停電を検知する方式の場
合、直流ステージ電圧は変動しないので停電検知が困難
であるという問題があった。[0012] In the case of detecting the power failure by detecting the fluctuation of the DC stage voltage when the balance state continues, there is a problem that the power failure is difficult to detect because the DC stage voltage does not fluctuate.
【００１３】また、停電時に位相差が自動的にφが１８
０°になってしまうことを利用して検知しようとする方
式では、図４のようなバランス状態が生じた場合は、φ
＝１８０°にはならないので、検知困難であるという問
題があった。When a power failure occurs, the phase difference automatically becomes 18
In the method of detecting by using the fact that the angle becomes 0 °, when a balance state as shown in FIG.
= 180 °, it is difficult to detect.
【００１４】いずれにしても上記従来技術では、同一給
電区間内に力行電気車と回生電気車とがある場合で、か
つ変電所に停電が生じたとき、力行電気車と回生電気車
の間にパワーバランスが発生した場合には、停電を速や
かに検知できない問題があった。In any case, according to the above-mentioned prior art, when there is a power running electric vehicle and a regenerative electric vehicle in the same power supply section, and when a power outage occurs in a substation, the power running electric vehicle and the regenerative electric vehicle are located between the power running electric vehicle and the regenerative electric vehicle. When a power balance occurs, there is a problem that a power failure cannot be detected immediately.
【００１５】本発明の目的は、停電を検知するのが困難
な条件下でも停電を確実に検知することのできる交流電
気車の制御装置を提供することにある。An object of the present invention is to provide a control device for an AC electric vehicle that can reliably detect a power failure even under conditions where it is difficult to detect the power failure.
【００１６】[0016]
【課題を解決するための手段】上記目的は、パルス幅変
調コンバータの回生運転時、２次巻線に流れる２次電流
を交流電源電圧に対し位相角を１８０°より大きい進み
角となるように制御する手段と、交流電源電圧の周期を
検出し、その検出された周期が設定された周期内に入っ
ているかどうかより停電を検知し停電検知出力信号を出
力する手段とを備えることにより達成される。 SUMMARY OF THE INVENTION The object of the present invention is to provide a pulse width changing device.
Current flowing through the secondary winding during regenerative operation of the tone converter
Lead the phase angle to the AC power supply voltage by more than 180 °
Means to control the angle and the cycle of the AC power supply voltage.
Detected and the detected cycle falls within the set cycle
Power failure detection output signal
Means for exerting force.
【００１７】[0017]
【作用】本発明による制御方法では、２次電流パターン
Ｉｓｐを少なくとも制御偏差の分あるいはそれ以上、進
ませる（力行電気車が誘導性負荷の場合）ように制御す
る。According to the control method of the present invention, the secondary current pattern Isp is controlled so as to advance at least by the control deviation or more (when the powering electric vehicle is an inductive load).
【００１８】図７に示す回生電気車Ｂにこの制御方法を
採用した交流電気車の制御装置を搭載して運転している
とき、変電所の停電が発生した場合を考察する。図８に
各部の瞬時波形図を示す。停電発生以前は、交流電源電
圧Ｅｓが優勢であるため、変圧器２次巻線電圧の位相
は、交流電源電圧Ｅｓによって支配される。停電発生時
には、回生電車Ｂの発生する実際の２次電流Ｉｓによ
り、力行電気車Ａの純抵抗負荷分による電圧降下Ｖｒ′
と誘導性負荷分による電圧降下Ｖｌ′の合成である変圧
器２次巻線電圧Ｖｓが発生する。このとき、実際の２次
電流Ｉｓは、交流電源電圧Ｅｓに対しφが１８０゜ある
いは、それ以上進みとなるように制御されているので、
力行電車Ａの純抵抗負荷分による電圧降下Ｖｒ′と誘導
性負荷分による電圧降下Ｖｌ′の合成による変圧器２次
巻線電圧Ｖｓは、交流電源電圧Ｅｓに対し、少なくとも
誘導性負荷分による電圧降下Ｖｌ′の分だけ進むことに
なる。よって、停電時には、変圧器２次巻線電圧Ｖｓの
位相が変化する。Consider a case where a power outage occurs in a substation when the regenerative electric vehicle B shown in FIG. 7 is operated with a control device for an AC electric vehicle employing this control method. FIG. 8 shows an instantaneous waveform diagram of each part. Before the occurrence of the power failure, the AC power supply voltage Es is dominant, so that the phase of the transformer secondary winding voltage is controlled by the AC power supply voltage Es. When a power outage occurs, the actual secondary current Is generated by the regenerative train B causes a voltage drop Vr ′ due to the pure resistance load of the powering electric vehicle A.
And the secondary winding voltage Vs of the transformer, which is a combination of the voltage drop Vl 'due to the inductive load. At this time, since the actual secondary current Is is controlled such that φ advances by 180 ° or more with respect to the AC power supply voltage Es,
The transformer secondary winding voltage Vs obtained by combining the voltage drop Vr ′ due to the pure resistance load and the voltage drop Vl ′ due to the inductive load of the power train A is at least a voltage due to the inductive load relative to the AC power supply voltage Es. It will advance by the amount of the drop Vl '. Therefore, at the time of a power failure, the phase of the transformer secondary winding voltage Vs changes.
【００１９】パルス幅変調コンバータを運転していると
き交流電源が停電すると、上述のように位相関係が変化
し、ゼロクロス周期が変化する。この結果、停電検知装
置から停電検知信号が出力される。したがって、この信
号を使ってパルス幅変調コンバータ及びパルス幅変調イ
ンバータの運転を直ちに停止させることが可能となる。When the AC power supply is interrupted while the pulse width modulation converter is operating, the phase relationship changes as described above, and the zero-cross period changes. As a result, a power failure detection signal is output from the power failure detection device. Therefore, the operation of the pulse width modulation converter and the pulse width modulation inverter can be immediately stopped using this signal.
【００２０】回生電気車Ｂが停電を検知すれば、パルス
幅変調コンバータ及びパルス幅変調インバータの運転を
停止して、機械ブレーキ等により速やかに電気車を停止
させるなどの必要な処置を講じることができる。また力
行電気車Ａも、エネルギが断たれるので、停電の検知が
可能となり、同様に必要な処置を講じることができる。When the regenerative electric vehicle B detects a power outage, the pulse width modulation converter and the pulse width modulation inverter may be stopped to take necessary measures such as stopping the electric vehicle promptly by a mechanical brake or the like. it can. In addition, since the power running electric vehicle A also loses its energy, it is possible to detect a power failure, and similarly, it is possible to take necessary measures.
【００２１】[0021]
【実施例】図１０は、本発明が適用される交流電気車の
制御装置の一実施例を示す図である。FIG. 10 is a diagram showing an embodiment of a control device for an AC electric vehicle to which the present invention is applied.
【００２２】変電所で交流電源１１から架線１に供給さ
れた交流電力は、パンタグラフ２により電気車に受電さ
れる。この交流電力は、変圧器３，変圧器の漏れインダ
クタンスを利用したリアクトル４を介してパルス幅変調
コンバータ本体５へ供給され、パルス幅変調コンバータ
本体５で直流電力に変換されるとともに平滑コンデンサ
６で平滑されてパルス幅変調インバータ７に供給され
る。このパルス幅変調インバータ７によって交流電動機
８が駆動される。The AC power supplied from the AC power supply 11 to the overhead line 1 at the substation is received by the electric vehicle by the pantograph 2. This AC power is supplied to the pulse width modulation converter main body 5 via the transformer 3 and the reactor 4 utilizing the leakage inductance of the transformer, and is converted into DC power by the pulse width modulation converter main body 5 and is also converted by the smoothing capacitor 6 to the DC power. The signal is smoothed and supplied to the pulse width modulation inverter 7. The AC motor 8 is driven by the pulse width modulation inverter 7.
【００２３】パルス幅変調コンバータ本体５は、電気車
の力行運転時には、交流→直流変換（順変換）動作とな
り、回生運転時には、直流→交流変換（逆変換）動作と
なる。両動作中、パルス幅変調コンバータ本体５は、一
般的には、平滑コンデンサ６の両端電圧Ｖｄを一定値に
保つとともに変圧器３の２次巻線電圧Ｖｓと変圧器３の
２次電流Ｉｓとの位相差φで決まる力率cosφ を制御す
る。力率は、通常、最高値のcosφ ＝±１、つまりφが
０°または１８０°となるように制御される。図２は、
力行運転時に力率が１、すなわち、φ＝０°となるよう
にパルス幅変調コンバータ本体５を動作させたときの交
流回路の電圧と電流Ｉｓとのベクトル図である。図３
は、回生運転時に力率が−１、すなわち、φが１８０°
となるようにパルス幅変調コンバータ本体５を動作させ
たときの交流回路の電圧と電流Ｉｓとのベクトル図であ
る。The pulse width modulation converter main body 5 performs an AC → DC conversion (forward conversion) operation during power running operation of the electric vehicle, and performs a DC → AC conversion (reverse conversion) operation during regenerative operation. During both operations, the pulse width modulation converter main body 5 generally keeps the voltage Vd across the smoothing capacitor 6 at a constant value, and outputs the secondary winding voltage Vs of the transformer 3 and the secondary current Is of the transformer 3. Is controlled by the power factor cos φ determined by the phase difference φ. The power factor is usually controlled so that the maximum value cos φ = ± 1, that is, φ is 0 ° or 180 °. FIG.
FIG. 4 is a vector diagram of a voltage and a current Is of an AC circuit when the pulse width modulation converter main body 5 is operated so that a power factor becomes 1, that is, φ = 0 ° during power running operation. FIG.
Has a power factor of −1 during regenerative operation, that is, φ is 180 °
FIG. 7 is a vector diagram of a voltage and a current Is of the AC circuit when the pulse width modulation converter main body 5 is operated such that
【００２４】パルス幅変調コンバータを用いた交流電気
車では、つぎのような問題が生じる。即ち、パルス幅変
調コンバータは自己消弧能力素子を用いているため、停
電中にもその動作が可能である。このため、もし同一給
電区間内に力行電気車と回生電気車とがあって停電が生
じた場合、両電気車間でエネルギの授受を行なってしま
い、変電所の停電を知らずに走行してしまう恐れがあ
る。In an AC electric vehicle using a pulse width modulation converter, the following problem occurs. That is, since the pulse width modulation converter uses the self-extinguishing capability element, the operation can be performed even during a power failure. For this reason, if there is a power running electric vehicle and a regenerative electric vehicle in the same power supply section and a power outage occurs, energy is exchanged between the two electric vehicles, and the vehicle may travel without knowing the power outage at the substation. There is.
【００２５】図７に示すように、同一変電所から架線電
源を供給する区間（以下同一セクションと称する。）に
Ａ，Ｂ２本の電気車が存在し、電気車Ｂが図１に示した
システムの車両で回生運転をおこない、電気車Ａが、力
行運転を行なっていた場合、架線が停電、即ち、変電所
が送電を中断した場合でも電気車Ｂから電気車Ａに電力
を供給する状態で運転が続くことがあるが、この状態を
保安上避ける必要がある。地震などによる地上設備の異
常の際、架線停電させることで電気車を止める方式を採
用している鉄道では特に重要な問題となる。As shown in FIG. 7, there are two electric vehicles A and B in a section (hereinafter referred to as the same section) in which overhead power is supplied from the same substation, and electric vehicle B is the system shown in FIG. In the state where power is supplied from the electric car B to the electric car A even when the overhead line is out of power, that is, when the substation interrupts the power transmission, Driving may continue, but this condition must be avoided for security reasons. This is a particularly important problem for railways that use a system that stops electric vehicles by stopping power lines when an abnormality occurs on ground equipment due to an earthquake or the like.
【００２６】以下、図面を参照しながら実施例を説明す
る。図１は本発明の一実施例の制御方法を採用した交流
電気車制御装置を搭載した電気車の回路図の一例であ
る。Hereinafter, embodiments will be described with reference to the drawings. FIG. 1 is an example of a circuit diagram of an electric vehicle equipped with an AC electric vehicle control device employing a control method according to an embodiment of the present invention.
【００２７】変電所で交流電源１１から架線１に供給さ
れている交流電力は、パンタグラフ２を介して電気車に
受電される。この交流電力は変圧器３，変圧器の漏れイ
ンダクタンスを利用したリアクトル４を介して自己消弧
能力素子によって構成されたパルス幅変調コンバータ本
体５へ供給され、パルス幅変調コンバータにより直流電
力に変換され平滑コンデンサ６で平滑されて、パルス幅
変調インバータ７に供給される。このパルス幅変調イン
バータ７によって交流電動機８が駆動される。パルス幅
変調コンバータ本体５は、力行運転時には、交流→直流
変換(順変換)動作を行ない、回生運転時には、直流→交
流変換（逆変換）動作を行なう。両動作中、パルス幅変
調コンバータ本体５は、一般的には、平滑コンデンサ６
の両端電圧Ｖｄを一定値に保つとともに交流電源電圧Ｅ
ｓと変圧器３の２次電流Ｉｓとの位相差φで決まる力率
cosφ が高い値に維持されるように交流入力電圧Ｖｃが
制御される。The AC power supplied from the AC power supply 11 to the overhead line 1 at the substation is received by the electric vehicle via the pantograph 2. This AC power is supplied to a pulse width modulation converter main body 5 composed of a self-extinguishing capability element via a transformer 3 and a reactor 4 utilizing the leakage inductance of the transformer, and is converted into DC power by the pulse width modulation converter. It is smoothed by the smoothing capacitor 6 and supplied to the pulse width modulation inverter 7. The AC motor 8 is driven by the pulse width modulation inverter 7. The pulse width modulation converter main body 5 performs an AC → DC conversion (forward conversion) operation during the power running operation, and performs a DC → AC conversion (reverse conversion) operation during the regenerative operation. During both operations, the pulse width modulation converter body 5 generally includes a smoothing capacitor 6
And the AC power supply voltage E
power factor determined by phase difference φ between s and secondary current Is of transformer 3
AC input voltage Vc is controlled such that cosφ is maintained at a high value.
【００２８】変圧器３の電圧Ｅｐを、電源に含まれるノ
イズや高調波を除去する目的で設置された同期電源フィ
ルタ３０を通して導入し、ゼロクロス検出器３１によっ
てゼロクロスパルスを得る。このゼロクロスパルスの周
期を周期検出装置４０によって測定し、比較器４１で設
定値と比較する。このゼロクロスパルスの周期と設定値
との差が、ある一定範囲を越えると停電検知信号をＰＷ
Ｍ回路２６及び２７に出力する。The voltage Ep of the transformer 3 is introduced through a synchronous power supply filter 30 provided for the purpose of removing noise and harmonics contained in the power supply, and a zero cross pulse is obtained by a zero cross detector 31. The period of the zero-cross pulse is measured by the period detecting device 40, and is compared with the set value by the comparator 41. When the difference between the cycle of the zero-cross pulse and the set value exceeds a certain range, the power failure detection signal is output to PW
Output to the M circuits 26 and 27.
【００２９】クロック信号をカウントし、ゼロクロスパ
ルスによってリセットされるカウンタ３３により正弦波
ＲＯＭのアドレスが決定されるが、２次電流パターンＩ
ｓｐの位相を変えるため位相設定器３７の出力をカウン
タ３３の出力に加算器３４によって加算することで、ア
ドレスにオフセットを加えている。このオフセットを加
えたアドレスを正弦波ＲＯＭ３５に与えることにより正
弦波のデジタルデータが得られる。この正弦波ＲＯＭの
デジタル出力信号をＤ／Ａコンバータ３６に入力しアナ
ログ信号に変換する。但し、デジタル制御とすれば、Ｄ
／Ａコンバータ３６は不要である。The address of the sine wave ROM is determined by the counter 33 which counts the clock signal and is reset by the zero cross pulse.
The offset is added to the address by adding the output of the phase setting device 37 to the output of the counter 33 by the adder 34 in order to change the phase of sp. By providing the offset-added address to the sine wave ROM 35, sine wave digital data is obtained. The digital output signal of the sine wave ROM is input to the D / A converter 36 and converted into an analog signal. However, if digital control is used, D
The / A converter 36 is unnecessary.
【００３０】直流電圧の目標値Ｖｄｐと測定値Ｖｄとを
加算器２０で比較し、その差をAVR（電圧調節器）２１
に入力する。このＡＶＲ（電圧調節器）２１の出力と、
正弦波ＲＯＭ３５のデジタル出力信号をアナログ信号に
変換したものとを乗算器２２で掛け合わせると２次電流
パターンＩｓｐが得られる。The target value Vdp of the DC voltage and the measured value Vd are compared by an adder 20, and the difference is compared with an AVR (voltage regulator) 21.
To enter. The output of this AVR (voltage regulator) 21;
When a digital output signal of the sine wave ROM 35 is converted into an analog signal by a multiplier 22, the secondary current pattern Isp is obtained.
【００３１】この２次電流パターンＩｓｐと変流器９の
出力とを加算器２３で比較し、その結果をＡＣＲ（電流
調節器）２４に入力する。ＡＣＲ（電流調節器）２４の
出力と変圧器３の２次巻線電圧Ｖｓとを加算器２５で比
較し、その出力をＰＷＭ回路２６に入力し所定のゲート
信号を得る。The secondary current pattern Isp is compared with the output of the current transformer 9 by an adder 23, and the result is input to an ACR (current controller) 24. The output of the ACR (current controller) 24 and the secondary winding voltage Vs of the transformer 3 are compared by the adder 25, and the output is input to the PWM circuit 26 to obtain a predetermined gate signal.
【００３２】図８は、停電時における各部電圧・電流の
瞬時波形図を示す。停電が発生すると、まず変圧器２次
巻線電圧Ｖｓの位相が変化する。これは、通常時、交流
電源電圧Ｅｓが優勢であり、変圧器２次巻線電圧Ｖｓも
交流電源電圧Ｅｓに支配されていたものが、停電によ
り、力行電気車の純抵抗負荷分による電圧降下Ｖｒ′と
誘導性負荷分による電圧降下Ｖｌ′の合成で生じる変圧
器２次巻線電圧Ｖｓとなるためである。FIG. 8 shows instantaneous waveform diagrams of the voltage and current of each part at the time of a power failure. When a power failure occurs, first, the phase of the transformer secondary winding voltage Vs changes. This is because the AC power supply voltage Es is normally dominant and the transformer secondary winding voltage Vs is also dominated by the AC power supply voltage Es, but the voltage drop due to the pure resistance load of the power running electric vehicle due to the power failure. This is because the transformer secondary winding voltage Vs is generated by combining Vr 'and the voltage drop Vl' due to the inductive load.
【００３３】この時、本制御法では実際の２次電流Ｉｓ
の位相角を交流電源電圧Ｅｓに対しφが１８０゜あるい
は、それ以上の進みとなるように制御されているので、
Ｖｓの位相は、停電前に対して少なくとも誘導性負荷分
による電圧降下Ｖｌ′の分だけ進むことになる。At this time, in the present control method, the actual secondary current Is
Is controlled so that φ advances by 180 ° or more with respect to the AC power supply voltage Es.
The phase of Vs is advanced by at least the voltage drop Vl 'due to the inductive load from before the power failure.
【００３４】その結果、ゼロクロス周期が短くなり、２
次電流パターンＩｓｐが変化する。この２次電流パター
ンＩｓｐに対し実際の２次電流Ｉｓが流れ、再び純抵抗
負荷分による電圧降下Ｖｒ′と誘導性負荷分による電圧
降下Ｖｌ′の合成で生じる変圧器２次巻線電圧Ｖｓが発
生する。As a result, the zero-cross period becomes shorter,
The next current pattern Isp changes. The actual secondary current Is flows through this secondary current pattern Isp, and the secondary winding voltage Vs of the transformer, which is generated by combining the voltage drop Vr ′ due to the pure resistance load and the voltage drop Vl ′ due to the inductive load again, is obtained. appear.
【００３５】よって、ゼロクロスの周期は、短くなった
ままであり、周期検出器４０の出力が、比較器４１の範
囲を超えた状態が継続する。この時、比較器４１から、
停電検知信号が出力される。Therefore, the period of the zero crossing remains short, and the state where the output of the period detector 40 exceeds the range of the comparator 41 continues. At this time, from the comparator 41,
A power failure detection signal is output.
【００３６】この停電検知信号が、２６及び２７のパル
ス幅変調回路に入力され、パルス幅変調コンバータ及び
パルス幅変調インバータの動作が停止する。This power failure detection signal is input to the pulse width modulation circuits 26 and 27, and the operations of the pulse width modulation converter and the pulse width modulation inverter are stopped.
【００３７】このような構成であると、図７に示すよう
に、同一給電区間内に力行電気車Ａと回生電気車Ｂとが
あり、変電所Ｃに停電が生じ、給電が停止すると前述の
ように、変圧器２次電圧Ｖｓの位相が変化し、ゼロクロ
ス周期が変化するため比較器４１より停電検知信号が出
力される。したがって、回生電気車Ｂ側のパルス幅変調
コンバータ本体５及びパルス幅変調インバータ本体７の
動作が停止する。また、力行電気車Ａは電源が完全に断
たれるので、通常の検出系の動作によって停電を検知す
ることが出来る。With such a configuration, as shown in FIG. 7, when the power running electric vehicle A and the regenerative electric vehicle B are present in the same power supply section, a power outage occurs in the substation C, and when the power supply is stopped, the aforementioned power supply is stopped. As described above, since the phase of the transformer secondary voltage Vs changes and the zero-cross period changes, the comparator 41 outputs a power failure detection signal. Therefore, the operation of the pulse width modulation converter main body 5 and the pulse width modulation inverter main body 7 on the regenerative electric vehicle B side stops. In addition, since the power of the powering electric vehicle A is completely cut off, the power failure can be detected by the operation of the normal detection system.
【００３８】[0038]
【発明の効果】本発明によれば、従来の方法では検知が
困難であったような条件での停電、例えば同一給電区間
内に力行電気車と回生電気車が存在し、それぞれの電力
がバランスするような条件下でも停電が検知可能となり
鉄道システムとしての保安度が大きく向上する。また、
本発明の制御方法は、従来の制御回路にわずかな修正を
加えるだけで実現可能である。According to the present invention, a power outage under conditions that were difficult to detect with the conventional method, for example, a power running electric vehicle and a regenerative electric vehicle exist in the same power supply section, and the respective powers are balanced. Under such conditions, a power outage can be detected, greatly improving the security of the railway system. Also,
The control method of the present invention can be realized by making only a slight modification to a conventional control circuit.
【図１】本発明による交流電気車の制御装置の回路図。FIG. 1 is a circuit diagram of a control device for an AC electric vehicle according to the present invention.
【図２】力行時の交流回路の電圧と電流とのベクトル
図。FIG. 2 is a vector diagram of voltage and current of an AC circuit during power running.
【図３】回生時の交流回路の電圧と電流とのベクトル
図。FIG. 3 is a vector diagram of a voltage and a current of an AC circuit during regeneration.
【図４】従来制御による回生運転中に停電した場合でバ
ランスした状態における交流回路の電圧と電流のベクト
ル図。FIG. 4 is a vector diagram of voltage and current of an AC circuit in a balanced state when a power failure occurs during regenerative operation by conventional control.
【図５】本発明制御法を適用した場合で回生運転中に停
電した場合の交流回路の電圧と電流のベクトル図。FIG. 5 is a vector diagram of voltage and current of an AC circuit when a power failure occurs during regenerative operation when the control method of the present invention is applied.
【図６】２次電流パターンＩｓｐと２次電流Ｉｓの関係
を表すベクトル図および制御ブロック図。FIG. 6 is a vector diagram and a control block diagram showing a relationship between a secondary current pattern Isp and a secondary current Is.
【図７】同一給電区間内に力行電気車Ａと回生電気車Ｂ
とがある場合を示した説明図。FIG. 7 shows a powering electric vehicle A and a regenerative electric vehicle B in the same power supply section.
FIG.
【図８】本発明制御法を適用した場合の停電時における
各部電圧・電流の瞬時波形図。FIG. 8 is an instantaneous waveform diagram of voltages and currents of respective parts at the time of a power failure when the control method of the present invention is applied.
【図９】力行運転を行なっている電気車Ａの主回路方式
を、抵抗制御車や位相制御車と想定し、電気車Ａの等価
回路及び回生電気車Ｂの間の極性を示した回路図。FIG. 9 is a circuit diagram showing the equivalent circuit of the electric vehicle A and the polarity between the regenerative electric vehicle B, assuming that the main circuit system of the electric vehicle A performing power running operation is a resistance control vehicle or a phase control vehicle. .
【図１０】従来からある交流電気車の制御装置の回路
図。FIG. 10 is a circuit diagram of a conventional control device for an AC electric vehicle.
１…架線、２…パンタグラフ、３…変圧器、４…リアク
トル、５…パルス幅変調コンバータ、６…平滑コンデン
サ、７…パルス幅変調インバータ、８…交流電動機、９
…電流検出装置、１０…真空遮断機、１１…交流電源、
２０，２３…加算器、２１…ＡＶＲ、２２…乗算器、２
４…ＡＣＲ、２５，３４，４１…比較器、２６及び２７
…パルス幅変調回路、３０…同期電源フィルタ、３１…
ゼロクロス検出器、３２…クロックパルス発生器、３３
…カウンタ、３５…正弦波ＲＯＭ、３６…Ｄ／Ａコンバ
ータ、３７…位相設定器、４０…周期検出器。DESCRIPTION OF SYMBOLS 1 ... overhead wire, 2 ... pantograph, 3 ... transformer, 4 ... reactor, 5 ... pulse width modulation converter, 6 ... smoothing capacitor, 7 ... pulse width modulation inverter, 8 ... AC motor, 9
... current detector, 10 ... vacuum breaker, 11 ... AC power supply,
20, 23 ... adder, 21 ... AVR, 22 ... multiplier, 2
4 ACR, 25, 34, 41 Comparators, 26 and 27
... Pulse width modulation circuit, 30 ... Synchronous power supply filter, 31 ...
Zero-cross detector, 32 ... clock pulse generator, 33
... Counter, 35 ... Sine wave ROM, 36 ... D / A converter, 37 ... Phase setting device, 40 ... Period detector.
───────────────────────────────────────────────────── フロントページの続き (58)調査した分野(Int.Cl.7，ＤＢ名) B60L 3/00 B60L 3/04 B60L 9/24 H02H 7/122 ──────────────────────────────────────────────────続 き Continued on the front page (58) Field surveyed (Int.Cl. 7 , DB name) B60L 3/00 B60L 3/04 B60L 9/24 H02H 7/122
Claims (1)
２次巻線に接続されたパルス幅変調コンバータと、該パ
ルス幅変調コンバータの直流側に接続された平滑コンデ
ンサと、該平滑コンデンサに直流側が接続されたパルス
幅変調インバータと、該パルス幅変調インバータの交流
側に接続された交流電動機とにより構成された交流電気
車の制御装置において、 前記パルス幅変調コンバータの回生運転時、前記２次巻
線に流れる２次電流を前記交流電源電圧に対し位相角を
１８０°より大きい進み角となるように制御する手段
と、前記交流電源電圧の周期を検出し、その検出された
周期が設定された周期内に入っているかどうかより停電
を検知し停電検知出力信号を出力する手段と、停電検知
信号により前記パルス幅変調コンバータ並びに前記パル
ス幅変調インバータを停止するための制御信号を出力す
る制御手段を備えたことを特徴とする交流電気車の制御
装置。1. A pulse width modulation converter connected to a secondary winding of a transformer having a primary winding connected to an AC power supply; a smoothing capacitor connected to a DC side of the pulse width modulation converter; In a control device for an AC electric vehicle, comprising a pulse width modulation inverter having a DC side connected to a smoothing capacitor, and an AC motor connected to an AC side of the pulse width modulation inverter, the regenerative operation of the pulse width modulation converter Means for controlling a secondary current flowing through the secondary winding so that the phase angle of the secondary current is greater than 180 ° with respect to the AC power supply voltage, and detecting a cycle of the AC power supply voltage, and Means for detecting a power failure based on whether the cycle is within a set cycle and outputting a power failure detection output signal, and the pulse width modulation converter and the AC electric vehicle control apparatus characterized by comprising a control means for outputting a control signal for stopping the pulse width modulation inverter.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP34386692A JP3186281B2 (en) | 1992-12-24 | 1992-12-24 | AC electric vehicle control device |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP34386692A JP3186281B2 (en) | 1992-12-24 | 1992-12-24 | AC electric vehicle control device |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH06197402A JPH06197402A (en) | 1994-07-15 |
| JP3186281B2 true JP3186281B2 (en) | 2001-07-11 |
Family
ID=18364845
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP34386692A Expired - Lifetime JP3186281B2 (en) | 1992-12-24 | 1992-12-24 | AC electric vehicle control device |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP3186281B2 (en) |
Families Citing this family (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP1167608A3 (en) * | 2000-06-21 | 2003-11-19 | Whirlpool Corporation | A method and apparatus for power loss detection and saving of operation settings in an appliance |
| JP2006320139A (en) * | 2005-05-13 | 2006-11-24 | Railway Technical Res Inst | Vehicle braking method and braking system |
| AT504106B1 (en) * | 2006-08-24 | 2008-03-15 | Elin Ebg Traction Gmbh | METHOD FOR CONTROLLING A POWER SUPPLY FOR RAIL VEHICLES |
| JP4964215B2 (en) * | 2008-11-06 | 2012-06-27 | 三菱電機株式会社 | AC electric vehicle control device |
| JP5806446B2 (en) * | 2009-03-31 | 2015-11-10 | パナソニックエコソリューションズ電路株式会社 | Electricity meter |
| JP5578972B2 (en) * | 2010-07-15 | 2014-08-27 | 株式会社東芝 | AC train converter controller |
| JP6122356B2 (en) * | 2013-06-27 | 2017-04-26 | 株式会社日立製作所 | Converter control device |
-
1992
- 1992-12-24 JP JP34386692A patent/JP3186281B2/en not_active Expired - Lifetime
Also Published As
| Publication number | Publication date |
|---|---|
| JPH06197402A (en) | 1994-07-15 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| JP3890924B2 (en) | Electric car drive system | |
| JP3186281B2 (en) | AC electric vehicle control device | |
| JPH06292304A (en) | Power converter for electric vehicle driving system | |
| JP2672911B2 (en) | Blackout detection method for AC electric vehicles | |
| JP2003189631A (en) | Power failure detector of power conversion circuit | |
| JP3186495B2 (en) | Power converter for AC electric vehicles | |
| KR100758979B1 (en) | Regenerative inverter system for DC railway system and method thereof | |
| JP3687335B2 (en) | Power failure detection device for power converter | |
| JP3351631B2 (en) | Electric car control device | |
| JP3477068B2 (en) | Electric car power supply | |
| JP3057332B2 (en) | Instantaneous interruption power switching method and instantaneous interruption uninterruptible power supply | |
| JP2994892B2 (en) | Electric vehicle power converter | |
| WO2024084668A1 (en) | Power conversion device for railroad car | |
| JP2672885B2 (en) | Power failure detection device for AC electric vehicles | |
| JPS61273103A (en) | Ac and dc electric railcar | |
| JP2560375Y2 (en) | Power regeneration device | |
| JP2023042118A (en) | Power converter control device and control method | |
| JP2766584B2 (en) | AC electric vehicle control device | |
| KR19990047300A (en) | Motor Drive Control | |
| JPH07212909A (en) | Electric vehicle controller | |
| JPS6311001A (en) | Controller for electric rolling stock | |
| JP3153655B2 (en) | Electric car control device | |
| JP2787519B2 (en) | Method and apparatus for driving electric motor | |
| JPS60200790A (en) | Drive device for ac motor | |
| JPS62290302A (en) | Induction motor-type electric rolling stock controller |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| FPAY | Renewal fee payment (event date is renewal date of database) |
Free format text: PAYMENT UNTIL: 20080511 Year of fee payment: 7 |
|
| FPAY | Renewal fee payment (event date is renewal date of database) |
Free format text: PAYMENT UNTIL: 20090511 Year of fee payment: 8 |
|
| FPAY | Renewal fee payment (event date is renewal date of database) |
Free format text: PAYMENT UNTIL: 20100511 Year of fee payment: 9 |
|
| FPAY | Renewal fee payment (event date is renewal date of database) |
Free format text: PAYMENT UNTIL: 20110511 Year of fee payment: 10 |
|
| FPAY | Renewal fee payment (event date is renewal date of database) |
Free format text: PAYMENT UNTIL: 20110511 Year of fee payment: 10 |
|
| FPAY | Renewal fee payment (event date is renewal date of database) |
Free format text: PAYMENT UNTIL: 20120511 Year of fee payment: 11 |
|
| FPAY | Renewal fee payment (event date is renewal date of database) |
Free format text: PAYMENT UNTIL: 20120511 Year of fee payment: 11 |
|
| FPAY | Renewal fee payment (event date is renewal date of database) |
Free format text: PAYMENT UNTIL: 20130511 Year of fee payment: 12 |
|
| EXPY | Cancellation because of completion of term | ||
| FPAY | Renewal fee payment (event date is renewal date of database) |
Free format text: PAYMENT UNTIL: 20130511 Year of fee payment: 12 |