JPH0274101A - Method of controlling inverter controlled vehicle - Google Patents
Method of controlling inverter controlled vehicleInfo
- Publication number
- JPH0274101A JPH0274101A JP63224741A JP22474188A JPH0274101A JP H0274101 A JPH0274101 A JP H0274101A JP 63224741 A JP63224741 A JP 63224741A JP 22474188 A JP22474188 A JP 22474188A JP H0274101 A JPH0274101 A JP H0274101A
- Authority
- JP
- Japan
- Prior art keywords
- circuit
- power source
- auxiliary
- inverter
- main motor
- 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.)
- Pending
Links
- 238000000034 method Methods 0.000 title claims description 4
- 238000010586 diagram Methods 0.000 description 7
- 230000008929 regeneration Effects 0.000 description 2
- 238000011069 regeneration method Methods 0.000 description 2
- 238000001816 cooling Methods 0.000 description 1
- 238000010438 heat treatment Methods 0.000 description 1
- 238000004519 manufacturing process Methods 0.000 description 1
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
- Electric Propulsion And Braking For Vehicles (AREA)
- Inverter Devices (AREA)
Abstract
Description
【発明の詳細な説明】
〔産業上の利用分野〕
本発明は軌道電気車輛、新交通システム(モルレール他
)等、電気車に関するものである。DETAILED DESCRIPTION OF THE INVENTION [Industrial Application Field] The present invention relates to electric vehicles such as track electric vehicles and new transportation systems (Morrail, etc.).
従来のインバータ車輛の制御方式を第5図の回路図によ
り説明する。図中に於て、主電動機回路として、Pan
(+)H:パンタグラフ(iE) (jL)、MS:
主スィッチ、MF:主ヒユーズ、HB:高速度遮断器、
INV : 3相インバータ(VVVF’: qK電圧
、可変周波数制御)、CT(u) (v) (W) :
変流器、Ml、 M2:主電動機、GC:ゲート制御器
、LVRR:低電圧抵抗器、LVR:低電圧継電器、G
S:接地スイッチ、また補助電源回路として、AS:補
助回路スイッチ、AF:補助回路ヒユーズ、AGS :
補助回路接地スイッチ。A conventional control system for an inverter vehicle will be explained with reference to the circuit diagram shown in FIG. In the figure, the main motor circuit is Pan
(+)H: Pantograph (iE) (jL), MS:
Main switch, MF: Main fuse, HB: High speed circuit breaker,
INV: 3-phase inverter (VVVF': qK voltage, variable frequency control), CT(u) (v) (W):
Current transformer, Ml, M2: Main motor, GC: Gate controller, LVRR: Low voltage resistor, LVR: Low voltage relay, G
S: Grounding switch, also as an auxiliary power supply circuit, AS: Auxiliary circuit switch, AF: Auxiliary circuit fuse, AGS:
Auxiliary circuit grounding switch.
LB:接触器である。LB: Contactor.
直流架線9よりDO750V 又はDO1500V ノ
を流は。The current from the DC overhead wire 9 is DO750V or DO1500V.
Pan(+l 、 MS 、 MF 、 HB等の所要
の機器を通り、INV(3相インバータ)1に入り、同
INVから直接複数の主電動機2を結線し出力側の情報
を取り、INVlの電圧及び周波数を変え乍ら、主電動
機2T!L源の制御を行い、INV 1はその目的のみ
に使用していた。It passes through necessary equipment such as Pan (+l, MS, MF, HB, etc.), enters INV (three-phase inverter) 1, connects multiple main motors 2 directly from the same INV, takes information on the output side, and calculates the voltage and voltage of INVl. While changing the frequency, the main motor 2T!L source was controlled, and INV 1 was used only for that purpose.
ここで車輛には照明、冷・暖房、コンプレッサ、制御等
の補助電源5が必要であシ、この電源は。Here, the vehicle requires an auxiliary power source 5 for lighting, cooling/heating, compressor, control, etc., and this power source is.
1点鎖線で囲んだ補助電源回路3に示すように、DC7
50V又はDC1500V回路から分岐し、As 、
AF 。As shown in the auxiliary power supply circuit 3 surrounded by a dashed line, DC7
Branched from 50V or DC1500V circuit, As,
AF.
LB 、 A(1,3を通しDC−DCコンバータ4に
より電圧をDCloovに下げ使用している。The voltage is lowered to DCloov by the DC-DC converter 4 through LB and A (1 and 3) and used.
上記した主・補助電流状況を表示すると、第2図の如く
なる。第2図は、第5図の011部分での主電動機電流
値=1、を示し、電流は力行6、回生7、停車8となる
。車輛停止時は、イン、<−夕は休止し、DC−DCコ
ンバータによる補助電流値:工2は一定であり第4図の
如くになる。When the above-mentioned main/auxiliary current status is displayed, it becomes as shown in Fig. 2. FIG. 2 shows the main motor current value=1 at the 011 part in FIG. 5, and the current is 6 for power running, 7 for regeneration, and 8 for stopping. When the vehicle is stopped, the auxiliary current value by the DC-DC converter is constant, as shown in FIG. 4.
前述のように従来技術によると、圧電動電源はコストの
高いINVからとり、補助電源はPan (+)よシ別
回路とし、同じく高コストのDC−DOコンノZ−タを
設置、種々の機器を介して供給し主用と桶川の両電源を
備えていた。またINVは駅等、車輛停止時には止める
事となり稼動率が低かった。As mentioned above, according to the conventional technology, the piezoelectric power source is taken from the expensive INV, the auxiliary power source is a separate circuit from the Pan (+), the similarly expensive DC-DO controller is installed, and various equipment is connected. It was equipped with both main and Okegawa power supplies. In addition, INVs had to be shut down when vehicles were stopped at stations, etc., resulting in low operating rates.
本発明は・、この様な課題を解決し、主電動機回路電源
と補助回路電源を共用するインバータ車輛の制御方法を
提供することを目的とするものである。SUMMARY OF THE INVENTION An object of the present invention is to solve these problems and provide a control method for an inverter vehicle that uses a main motor circuit power source and an auxiliary circuit power source in common.
INVよりRf:定電圧整流器を介して補助電源を取り
、またSW装置を設けINVを主電動機電源及び補助電
源用として共同使用し補助電源回路を省略する。Rf from INV: An auxiliary power source is taken through a constant voltage rectifier, and a SW device is provided to use the INV jointly as a main motor power source and an auxiliary power source, omitting the auxiliary power circuit.
車輛停止中でもINVを補助電源供給のため稼動させる
必要を生じるが、SW装置により圧電動機を開放し、I
NVの稼動率向上が計られ、且つニストノ5−ホーマン
スを改善することが可能となる。It is necessary to operate the INV to supply auxiliary power even when the vehicle is stopped, but the SW device opens the piezoelectric motor and turns the INV on.
It is possible to improve the operating rate of the NV and improve the performance of the NV.
以下、本発明の実施例を第1図の回路図に基づいて説明
する。なお、第1図において従来の回路図(第5図)と
同様の部材については、第5図と同一の符号及び名称を
付けである。Embodiments of the present invention will be described below based on the circuit diagram of FIG. In FIG. 1, the same members as in the conventional circuit diagram (FIG. 5) are given the same symbols and names as in FIG. 5.
直流架線9よりDC750V又はDC1500V (7
)電流は、従来と同様の機器、Pan(t) 、 MS
、 MF 、 HB等を通り、3相インバータ1に入
り、VVVF :可変電圧、可変周波数に変換され、S
W:スイッチ装置12、CT(u)(V)(vr)を通
じて、主電動機2に供給され車輌を速度制御する。DC750V or DC1500V from DC overhead wire 9 (7
) The current is the same as the conventional equipment, Pan(t), MS
, MF, HB, etc., and enters the three-phase inverter 1, where it is converted to VVVF: variable voltage, variable frequency, and S
W: Supplied to the main motor 2 through the switch device 12 and CT(u)(V)(vr) to control the speed of the vehicle.
また、3相インバータ1の出力側の011部分から補助
電源140回路を取り、トランス、整流素子、定電圧素
子等で構成するRf:定電圧整流器13により、一定電
圧DC100Vに変換し供給する。Further, an auxiliary power supply 140 circuit is taken from the 011 part on the output side of the three-phase inverter 1, and converted to a constant voltage of 100 V DC by an Rf constant voltage rectifier 13 composed of a transformer, a rectifying element, a constant voltage element, etc. and supplied.
また車輛停止の場合、補助電源14を使用するため、ス
イッチ装置12により圧電動機2の電源を切り、3相イ
ンバータIFi稼動を続ける。When the vehicle is stopped, the auxiliary power source 14 is used, so the piezoelectric motor 2 is turned off by the switch device 12, and the three-phase inverter IFi continues to operate.
上記方式の主、補助電流の電流状況を表示すると、第4
図の如く、INV出力電流値:工、は力行6′、回生7
′、停車8′となり、INV出力電流は第3図に示す工
2が加増し、負荷の変動はあるが全時間稼動となる。When displaying the current status of the main and auxiliary currents of the above method, the fourth
As shown in the figure, INV output current value: 6', powering 6', regeneration 7
', the vehicle stops 8', and the INV output current increases as shown in FIG.
尚、本発明はインバータを主回路電源、補助回路電源に
共用使用することを主旨としており、同様機能を有すれ
ば他の機器1回路を用いてもよい。Note that the main purpose of the present invention is to use the inverter as a main circuit power source and an auxiliary circuit power source, and one circuit of another device may be used as long as it has the same function.
本発明は、インバータ車輛において、インバータを主電
動機回路電源と、補助回路電源とに共用使用することに
より1次の効果を生ず為。The present invention produces the first-order effect by using the inverter as both the main motor circuit power source and the auxiliary circuit power source in an inverter vehicle.
(1)従来各々単独に主回路、補助回路電源を供給して
いたが、インバータを共用使用することによりAS 、
AF 、 AGS 、 LBの機器が不要となる。(1) Conventionally, the main circuit and auxiliary circuit power were supplied separately, but by sharing the inverter, AS,
AF, AGS, and LB equipment becomes unnecessary.
(2)補助電源装置は、従来のコストの高いDC−DC
:コンバータ方式が簡単なAC−DC整流方式となるの
で、小型・軽1・安価となり、インバータの稼動率(停
車中も稼動)を上げ、コストパーホーマンスが改善でき
る。(2) The auxiliary power supply is a conventional high-cost DC-DC
:Since the converter system is a simple AC-DC rectification system, it is small, lightweight, and inexpensive, increasing the operating rate of the inverter (operating even when stopped), and improving cost performance.
(3)車輛にとって重要条件であるスペース及び重量の
低減4計られる。(3) Reduction of space and weight, which are important conditions for vehicles, can be achieved.
第1図は本発明を実施するための回路図、第2図は従来
の主電動機電流値状況図、第3図は同じく補助電流値状
況図、第4図は王・補助回路電源にインバータを共用し
た場合の出力電流値状況図、第5図は従来の回路図であ
る。
l・・・3相インバータ 2・・・主電動機12・
・スイッチ装置 13・・定電圧整流器14・・
・補助電源Fig. 1 is a circuit diagram for implementing the present invention, Fig. 2 is a conventional traction motor current value situation diagram, Fig. 3 is also an auxiliary current value situation diagram, and Fig. 4 is an inverter for main/auxiliary circuit power supply. FIG. 5 is a conventional circuit diagram showing the state of the output current value in the case of shared use. l... 3-phase inverter 2... Main motor 12.
・Switch device 13... Constant voltage rectifier 14...
・Auxiliary power supply
Claims (1)
源と、補助回路電源とに共用使用することを特徴とする
インバータ車輛の制御方法。A method for controlling an inverter vehicle, characterized in that the inverter is shared as a main motor circuit power source and an auxiliary circuit power source.
Priority Applications (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP63224741A JPH0274101A (en) | 1988-09-09 | 1988-09-09 | Method of controlling inverter controlled vehicle |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP63224741A JPH0274101A (en) | 1988-09-09 | 1988-09-09 | Method of controlling inverter controlled vehicle |
Publications (1)
Publication Number | Publication Date |
---|---|
JPH0274101A true JPH0274101A (en) | 1990-03-14 |
Family
ID=16818512
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
JP63224741A Pending JPH0274101A (en) | 1988-09-09 | 1988-09-09 | Method of controlling inverter controlled vehicle |
Country Status (1)
Country | Link |
---|---|
JP (1) | JPH0274101A (en) |
Cited By (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP2012090380A (en) * | 2010-10-15 | 2012-05-10 | Toshiba Corp | Vehicle drive control device |
-
1988
- 1988-09-09 JP JP63224741A patent/JPH0274101A/en active Pending
Cited By (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP2012090380A (en) * | 2010-10-15 | 2012-05-10 | Toshiba Corp | Vehicle drive control device |
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