JP2005312255A - Electric vehicle control device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an electric vehicle control device that can properly perform the opening and closing of power to a motor that is an AC power load, particularly backflow power inherent to a synchronous motor, and can be reduced in size and simplified in configuration. <P>SOLUTION: A switchgear 22 that converts DC power into three-phase AC power by using a plurality of inverter devices comprises three main contact parts 23 that feed or cut the three-phase AC power to AC loads, and operates the three main contact parts 23 by making them work with one another by using a mechanical lever 24. One electromagnetic operation part 25 operates the three main contact parts 23 by making them work with one another via the mechanical lever 24. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to an electric vehicle control device that converts direct current power into three-phase alternating current power using a plurality of inverter devices, and supplies the three-phase alternating current power to respective alternating current loads via respective switchgears.

  As an electric vehicle control device that drives an AC motor using an inverter device, there is a distributed inverter type in which a required number of small capacity inverter devices that drive one or two small motors are mounted (for example, Patent Document 1). This distributed inverter type electric vehicle control device is superior in idling and re-adhesion performance when compared to a method in which four or more AC motors are driven by one inverter device. Even when a failure occurs, the electric vehicle can be operated using a normal inverter device by releasing only the failed inverter device from the power source, so that there is an advantage that the influence on the operation can be minimized.

  FIG. 6 is a configuration diagram of a distributed inverter type electric vehicle control apparatus. A minimum of one to a plurality of, for example, one, two, four, eight, etc. electric motors 12 are connected to one unit of the inverter device 11. FIG. 6 shows a case where one electric motor 12 is connected to one inverter device 11.

  DC circuit devices such as a lightning arrester 15, a high-speed circuit breaker 16, a line switch 17, a resistor 18, a filter reactor 19, and a filter capacitor 20 receive DC power from a ground overhead wire (trolley wire) 13 by a current collector (pantograph) 14. DC power is input to the inverter device 11 via. The inverter device 11 converts the input DC power into three-phase AC power and supplies it to the motor 12 via the switch 21. The inverter device 11 and the switch 21 constitute a main circuit inverter drive circuit.

  The power supplied from the current collector 14 may be AC power instead of DC power. When the power supplied from the current collector 14 is AC power, the filter reactor 19 and the filter capacitor 20 are used. The converter apparatus for converting alternating current power into direct current power is provided in the preceding stage.

  In such an electric vehicle control device, in the unlikely event that an abnormality or failure occurs in the system, when one motor 12 is driven by one unit of the inverter device 11, the motor There is no need to open the three-phase AC power immediately before 12. In this case, the entire system becomes faulty.

  On the other hand, in the case of a system in which a plurality of electric motors 12 are driven by one unit of the inverter device 11, if an abnormality or failure occurs in the system, only the block where the abnormality or failure has occurred can be opened to continue operation. It is necessary to set it as a system. Therefore, a switch 21 is provided for each phase between the inverter device 11 and the electric motor 12. As the switchgear 21, a blade-type switch (manual operation type) or a monopolar contactor is arranged in each phase.

In addition, as shown in FIG. 7, a switch 21 is provided in the DC power circuit in the previous stage of the inverter device 11, and when an abnormality or failure occurs in the system, the inverter device 11 of the system in which the abnormality or failure has occurred Some are open. As described above, in the conventional electric vehicle control apparatus for railway vehicles, when the system is opened individually, the blade-type switch (manual operation) is connected to the DC circuit immediately before the input of the inverter device 11 as shown in FIG. Switch 21 such as a single-pole electromagnetic switch or the like.
Japanese Patent No. 3068843 (FIG. 1)

  However, a recently developed synchronous motor called a permanent magnet auxiliary reactance motor has a plurality of permanent magnets mounted on the rotor, and when the output of the inverter device 11 is turned off, the generator is operated while the rotor is rotating. And backflow power is generated to the inverter device 11.

  As the backflow power switching means, as shown in FIG. 6, a switch 21 such as a single-pole electromagnetic switch is used for each of the three phases, but the simultaneous operation and simultaneous contact of the individual single-pole electromagnetic switches are used. Because of the large variation in simultaneous opening and closing, the shutoff performance may not be ensured. In addition, the single-pole electromagnetic switch has a large gravity and requires three switches 21 for each synchronous motor, resulting in disadvantages such as an increase in the size and weight of the device.

  An object of the present invention is to provide an electric vehicle control device that can appropriately open and close electric power to an electric motor that is an AC electric power load, in particular, open and close electric power that is unique to a synchronous motor, and can be reduced in weight and simplified. That is.

  The electric vehicle control device according to the invention of claim 1 is an electric vehicle that converts DC power into three-phase AC power by a plurality of inverter devices, and supplies the three-phase AC power to each AC load via each switching device. In the control device, the switchgear mechanically interlocks the three main contact portions for supplying or cutting off the three-phase AC power to each AC load and the three main contact portions. It is characterized by comprising a mechanical lever portion for operating and one electromagnetic operation portion for operating the three main contact portions in conjunction with each other via the mechanical lever portion.

  According to a second aspect of the present invention, there is provided the electric vehicle control device according to the first aspect of the invention, wherein the main contact portion is a normally open type in which all of the three main contact portions are substantially simultaneously turned on by excitation of the electromagnetic coil of the electromagnetic operation portion. It is characterized by.

  According to a third aspect of the present invention, there is provided the electric vehicle control apparatus according to the second aspect, wherein the main contact portion includes a fixed electrode and a movable electrode provided in a vacuum valve, and an electrode movable shaft for driving the movable electrode. It is provided with.

  According to a fourth aspect of the present invention, there is provided the electric vehicle control apparatus according to the third aspect, wherein the electromagnetic operating portion is configured to adsorb a plunger by excitation of an electromagnetic coil and to provide three main contacts via the mechanical lever portion. The electric vehicle control device according to claim 3, wherein the units are operated in conjunction with each other.

  According to a fifth aspect of the present invention, there is provided an electric vehicle control apparatus according to the third aspect, wherein the three main contact portions are linearly arranged in the lateral direction, and the electromagnetic contacts are arranged on the back side of the main contact portion located in the center. An operation unit is arranged, and each of the three main contact units and the electromagnetic coil of the electromagnetic operation unit are connected by the mechanical lever unit to form a unit.

  According to a sixth aspect of the present invention, there is provided the electric vehicle control apparatus according to the fifth aspect, wherein the electromagnetic coil of the electromagnetic operation unit is positioned on the back side of the main contact portion located at the center, and the electromagnetic coil of the electromagnetic operation unit Is arranged in parallel with the main contact portion.

  According to a seventh aspect of the present invention, there is provided the electric vehicle control apparatus according to the third aspect, wherein the mechanical lever portion is disposed between the electrode movable shaft of the main contact portion and the movable shaft of the electromagnetic coil of the electromagnetic operation portion. It has a lever-type link lever and is mechanically connected so as to drive the electrode movable shaft of the main contact portion up and down.

  According to an eighth aspect of the present invention, there is provided the electric vehicle control apparatus according to the seventh aspect, wherein the link lever integrally drives the electrode movable shafts of the three main contact portions.

  According to the present invention, as a switching device, three main contact portions that open and close three-phase AC power to each AC load by one electromagnetic operation portion are operated mechanically in conjunction with each other via the mechanical lever portion. Thus, the three main contact portions can be operated almost simultaneously. Therefore, it is possible to appropriately open and close the electric power to the electric motor that is an AC power load, in particular, to open and close the backflow power unique to the synchronous motor.

  Embodiments of the present invention will be described below. FIG. 1 is a configuration diagram of an electric vehicle control apparatus according to an embodiment of the present invention. DC power is received from the ground overhead line 13 by the current collector 14, and the DC power is received via DC circuit devices such as the lightning arrester 15, high-speed circuit breaker 16, line switch 17, resistor 18, filter reactor 19, and filter capacitor 20. Input to the inverter device 11. The inverter device 11 converts the input DC power into three-phase AC power and supplies it to the motor 12 via the switchgear 22.

  The switchgear device 22 includes three main contact portions 23, a mechanical lever portion 24, and one electromagnetic operation portion 25. The three main contact portions 23 perform an opening / closing operation to supply or cut off the three-phase AC power to the electric motor 12 that is an AC load, and the mechanical lever portion 24 The main contact portion 23 is operated mechanically in conjunction. One electromagnetic operation section 25 operates the three main contact sections 23 in conjunction with each other via the mechanical lever section 24. That is, between the inverter device 11 and the electric motor 12, a switching device 22 in which the three main contact portions 23 are turned on almost simultaneously by excitation of one electromagnetic operation portion 25 is connected.

  2 is a structural sectional view of the switchgear 22 in a non-excited state according to the embodiment of the present invention. FIG. 3 is an explanatory view of the link lever 36 of the mechanical lever portion 24 of the switchgear 22 according to the embodiment of the present invention. 4 is a structural cross-sectional view of the switchgear 22 in an excited state according to the embodiment of the present invention, and FIG. 5 is a front view of the switchgear 22 according to the embodiment of the present invention.

  In FIG. 2, the main contact portion 23 of the switching device 22 is configured by housing a fixed electrode 27 and a movable electrode 28 inside a vacuum valve 26, and the movable electrode 28 is movable by a metal bellows 29 and a guide 30. It has become. In the electromagnetic operation unit 25, an electromagnetic coil 32 is formed on the outer iron core 31. The electromagnetic coil 25 of the electromagnetic operation unit 25 is arranged in parallel with the main contact part 23. When a current is applied to the electromagnetic coil 32, the magnetic force generated by the electromagnetic coil 32 passes through the gap between the plunger (suction core) 33 and the fixed iron core 34, and the plunger 33 is attracted to the fixed iron core 34. As a result, the plunger 33 is driven downward.

  When the plunger 33 moves downward, the compression spring 35 of the mechanical lever portion 24 is compressed, and the link lever 36 rotates about the hinge pin 37 as a fulcrum, thereby pushing up the electrode drive shaft 38 upward.

  3A and 3B are explanatory views of the link lever 36 of the mechanical lever portion 24. FIG. 3A is a front view and FIG. 3B is a side view. The mechanical lever portion 24 operates the three main contact portions 23 in conjunction with each other, and the mechanical lever portion 24 has one link lever 36, and the link lever 36 has three main contact portions 23. The electrode movable shaft 38 is integrally driven.

  That is, as the plunger 33 moves downward, the link lever 36 rotates about the hinge pin 37 as a fulcrum, and pushes up the electrode drive shaft 38 upward. When the electrode drive shaft 38 moves upward, the compression spring 39 is compressed, and the movable electrode 28 of each main contact portion 23 is brought into contact with the fixed electrode 27. As described above, the mechanical lever portion 24 has the lever-type link lever 36 between the electrode movable shaft 38 of the main contact portion 23 and the movable shaft of the electromagnetic coil 32 of the electromagnetic operation portion 25, and the main contact portion. The electrode movable shafts 23 are mechanically connected so as to be driven up and down. Note that the fixed electrode 27 is connected to the fixed terminal 41, and the movable electrode 28 is connected to the fixed terminal 43 via the flexible conductor 42.

  FIG. 4 shows a state where a current is applied to the electromagnetic coil 32 and the electromagnetic coil 32 is excited. When the electromagnetic coil 32 is excited, the plunger 33 moves downward and the movable electrode 28 comes into contact with the fixed electrode 27 of the main contact portion 23 via the mechanical lever portion 24. As a result, the main contact of the main contact portion 23 is turned on.

  FIG. 5 is a front view of the switchgear 22 in which three main contact portions 23 are arranged linearly in the lateral direction, and an electromagnetic operation portion 25 is arranged on the back side of the main contact portion 23 located at the center. Each of the three main contact portions 23 and the electromagnetic coil 32 of the electromagnetic operation portion 25 are connected by a mechanical lever portion 24 to form a unit. Further, as described above, the electromagnetic coil 32 of the electromagnetic operation unit 25 is arranged in parallel with the main contact part 23, and the electromagnetic coil 32 is positioned directly behind the vacuum valve 26 of the main contact part 23 located at the center. Therefore, the arrangement is balanced and the configuration is simplified.

  In this way, the vacuum valve 26 and the electromagnetic operation unit 25 located in the center of the three main contact portions 23 are arranged in parallel, and the movable electrode 28 and the plunger 33 which are both movable portions are arranged in three pieces. The main contact 23 is operated mechanically in conjunction with a link lever 24 that operates simultaneously. That is, since the link lever 24 is mechanically interlocked, the open / close error of the three main contact portions 23 can be made as close to zero as possible, and the open / close device 22 that satisfies the required breaking performance can be provided. . In addition, since a simple general lever-type link lever 36 is used as means for driving the movable parts arranged in parallel in different directions, manufacturing problems such as astringency and baldness are extremely reduced. And a highly reliable switchgear can be provided.

  According to the embodiment of the present invention, a normally open type three-phase vacuum electromagnetic switchgear using a contact made up of a fixed electrode 27 and a movable electrode 28 in a vacuum valve 26 as a main contact portion 23 is formed. Since the link lever 24 of the target lever portion 24 is mechanically interlocked, the simultaneous opening / closing accuracy is high, and since the vacuum is cut off, remote operation of high-frequency opening / closing operations can be performed.

  As a result, it is possible to properly open and close the electric power to the electric motor 12, and even if the electric motor 12 is a synchronous motor in particular, the reverse electric power opening and closing and the electric power switching peculiar to the synchronous motor are two cycles or less which are the basis of the pass / fail judgment of the interruption performance. Can be blocked. Moreover, since it is a normally open type, it does not have a complicated mechanism such as a mechanical latch, so it has high reliability. In particular, when a synchronous motor is used for the motor 12, it is suitable for frequent opening and closing, and it is possible to reduce the size and weight of the circuit device and optimize the system.

The block diagram of the electric vehicle control apparatus concerning embodiment of this invention. The structure sectional view of the non-excitation state of the switchgear in an embodiment of the invention. Explanatory drawing of the link lever of the mechanical lever part of the switchgear in embodiment of this invention. FIG. 3 is a structural cross-sectional view showing an excitation state of the switchgear according to the embodiment of the present invention. The front view of the switchgear in an embodiment of the invention. The block diagram of the conventional electric vehicle control apparatus. The block diagram of the electric vehicle control apparatus of another example of the past.

Explanation of symbols

DESCRIPTION OF SYMBOLS 11 ... Inverter apparatus, 12 ... Electric motor, 13 ... Overhead wire, 14 ... Current collector, 15 ... Lightning arrester, 16 ... High speed circuit breaker, 17 ... Line switch, 18 ... Resistance, 19 ... Filter reactor, 20 ... Filter capacitor, DESCRIPTION OF SYMBOLS 21 ... Switch, 22 ... Switch device, 23 ... Main contact part, 24 ... Mechanical lever part, 25 ... Electromagnetic operation part, 26 ... Vacuum valve, 27 ... Fixed electrode, 28 ... Movable electrode, 29 ... Metal bellows, 30 ... guide, 31 ... outer iron core, 32 ... electromagnetic coil, 33 ... plunger, 34 ... fixed iron core, 35 ... compression spring, 36 ... link lever, 37 ... hinge pin, 38 ... electrode drive shaft, 39 ... compression spring, 41 ... Fixed terminal, 42 ... flexible conductor, 43 ... fixed terminal

Claims (8)

In the electric vehicle control device that converts DC power into three-phase AC power by each of a plurality of inverter devices and supplies three-phase AC power to each AC load via each switch device, the switch device includes each of the AC devices Three main contact portions for supplying or interrupting three-phase AC power to the load, a mechanical lever portion for operating the three main contact portions in mechanical interlock, and the mechanical An electric vehicle control device comprising: one electromagnetic operation unit that operates three main contact points in conjunction with each other via a lever unit. 2. The electric vehicle control device according to claim 1, wherein the main contact portion is a normally open type in which all of the three main contact portions are turned on substantially simultaneously by excitation of electromagnetic coils of the electromagnetic operation portion. 3. The electric vehicle control device according to claim 2, wherein the main contact portion includes a fixed electrode and a movable electrode provided in a vacuum valve, and an electrode movable shaft for driving the movable electrode. 4. The electric vehicle control according to claim 3, wherein the electromagnetic operation unit adsorbs a plunger by excitation of an electromagnetic coil and operates three main contact portions in conjunction with each other via the mechanical lever portion. apparatus. Three main contact portions are arranged in a straight line in the lateral direction, the electromagnetic operation portion is arranged on the back side of the main contact portion located at the center, and each of the three main contact portions and the electromagnetic operation portion are arranged. 4. The electric vehicle control device according to claim 3, wherein an electromagnetic coil is connected by the mechanical lever portion to form a unit. 6. The electromagnetic coil of the electromagnetic operation part is positioned on the back side of the main contact part located at the center, and the electromagnetic coil of the electromagnetic operation part is arranged in parallel with the main contact part. Electric vehicle control device. The mechanical lever portion has a lever-type link lever between the movable electrode shaft of the main contact portion and the movable shaft of the electromagnetic coil of the electromagnetic operation portion, and moves the movable electrode shaft of the main contact portion up and down. The electric vehicle control device according to claim 3, wherein the electric vehicle control device is mechanically coupled so as to be driven. 8. The electric vehicle control device according to claim 7, wherein the link lever integrally drives the electrode movable shafts of the three main contact portions.

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