JPS5879402A - electric car control device - Google Patents

Abstract

(57) [Summary] This bulletin contains application data before electronic filing, so abstract data is not recorded.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to an electric vehicle control device, and more particularly, to a circuit breaker for switching on and off the contact line power supply of an electric vehicle operated in an AC/DC side power supply section. - It relates to an electric vehicle control device that automatically controls 51 VC to close-open-close when switching between no-voltage and AC, and remains closed when switching between AC-no-voltage and AC.

The prior art and its problems will be explained with reference to FIGS. 1 and 2. FIG. 1 is a layout system diagram of an AC/DC electric vehicle, and FIG. 2 is a diagram showing an example of a control circuit for AC/DC switching and AC circuit breaker opening/closing. , In Figure 1, 1- is the overhead contact line, 2
is a pantograph, 3 is an instrument transformer, 4 is an AC voltage relay that is energized in the AC power supply section, 5 is a DC voltage relay that is energized in the DC power supply section, and 6 and 7 are voltage dividing resistors. , 8 is an AC R disconnector, 9 is an AC/DC switch, 10 is a main transformer, 11 is a main rectifier, 12 is a main smoothing reactor, 13 is an AC/DC converter, 114 is a main motor
□Circuit, 24 is a current breaker. Further, in FIG. 2, 15 is an auxiliary relay for the AC breaker, 16 is the closing coil of the AC breaker, 17 is the tripping coil of the AC breaker, and 18
is an AC/DC changeover switch. Note that the subscript a indicates a normally open contact, b indicates a normally closed contact, C indicates a coil, AC indicates alternating current, and DC indicates direct current.

An electric vehicle can be divided into an AC-non-voltage-DC switching section (so-called AC-DC section), a -DC-no-voltage-AC switching section (so-called orthogonal section), and an AC-no-voltage-AC switching section (so-called alternating current section). ) will be described below.

First, a case will be described in which the vehicle passes through a no-voltage section from an AC power supply section and enters a DC power supply section. Generally, the driver turns the main handle of the main controller to the OFF position at a switching sign installed before the no-voltage section. When the main controller is in the OFF position, the current interrupter 24 shown in FIG. 1 is opened and the main motor circuit 14 is disconnected. Next, the AC/DC selector switch 18 is manually set to the "DC side". When the AC/DC changeover switch 18 is set to the "DC side," the AC breaker auxiliary relay 15 shown in FIG. 2 is demagnetized, its interlocking contact 15b is closed, and the AC breaker tripping coil 17 is opened. In short, the interlocking contact 8b of the AC breaker shown in FIG. 2 is closed, and the coil 9e (DC) of the AC/DC switch 9 and the coil 13C (DC) of the AC/DC converter 13 are excited. , Therefore, in an electric car, the lower side of the AC circuit breaker 8 is all "DC side" K
It will enter the no-voltage zone in a converted state.

Subsequently, when the electric car enters the DC power supply area from the no-voltage area, the AC voltage relay 4 shown in FIG. Voltage relay 5 is energized. When the DC voltage relay 5 is energized, its interlocking contact 5a (Fig. 2) closes,
The AC breaker auxiliary relay 15 is energized, its interlocking contact 15a is closed, the AC breaker closing coil 16 is energized, and the AC breaker 8 shown in FIG. 48 is closed. As a result, the electric vehicle completes the AC/DC switching operation and thereafter travels in the DC power supply section.

Next, a case will be described in which the vehicle passes through a no-voltage section from a DC power supply section and enters an AC power supply section. Similarly to the above, when the driver turns the main handwheel of the main controller to the OFF position at the switching sign installed before the no-voltage section, the disconnector 24 opens and the main motor circuit 14 is cut off. Next, when the AC/DC selector switch 18 is manually set to the "AC side", the AC breaker auxiliary relay 15 shown in FIG.
is demagnetized, its interlocking contact 15b is closed, and the tripping filter 17 of the AC breaker is energized, causing the AC breaker 8 in FIG.
opens. When the AC breaker 8 opens, its interlocking contact s
b (Fig. 2) is closed and the coil 9C (AC
) and the coil 13C (ACJ) of the AC/DC converter 13 are excited. As a result, the AC/DC converter 9 and the AC/DC converter 13 are respectively switched to the "AC side". All lines will enter the no-voltage zone with the switch switched to the AC side.

Subsequently, when the electric vehicle enters the AC voltage area from the no-voltage area, the DC voltage relay 5 shown in FIG. 1 is demagnetized, and the pantograph 2
When receiving an alternating current voltage, the potential transformer 3 bears almost the entire voltage, and the alternating current voltage relay 4 is energized. Meanwhile, the DC voltage relay 5 is demagnetized.

When the DC voltage relay 5 is demagnetized, its interlocking contact 5
b is closed, the AC breaker auxiliary relay 15 is energized,
The interlocking contact 15a is closed, the AC breaker closing coil 16 is energized, and the AC breaker 8 of FIG. 1 is closed. As a result, the electric vehicle completes the orthogonal switching operation and thereafter travels in the AC power supply section.

Furthermore, a case will be described in which an electric vehicle passes through a no-voltage section from an AC power supply section and enters an AC power supply section. The driver turns the main handle of the main controller to the OFF position at the sign installed in front of the no-voltage section in the same way as when passing through the cross section and the cross section. Therefore, the disconnector 24 of FIG. 1 is opened and the main motor circuit 14 is disconnected. However, in order to pass through the AC/DC section, unlike when passing through the AC/DC section or the orthogonal section, there is no need to operate the AC/DC changeover switch 18. Therefore, the AC circuit breaker 8 enters the no-voltage section while remaining closed. Next, when the vehicle enters the AC power supply section from the no-voltage section, the driver places the main steering wheel on a predetermined notch to accelerate again.

As described above, in conventional electric vehicle control, the main controller is controlled by the driver's operation before the no-voltage section, and then the AC/DC changeover switch is switched between the AC-DC section, the orthogonal section, and the AC-DC section. For example, an electric car that is towed by an electric car and operated unmanned, such as a power supply car for a passenger car, can be switched by manual operation depending on the type of car. There was a problem in that the electric vehicle could not be detected, and as a result, the electric vehicle would travel with AC or DC and destroy the equipment.

The purpose of the present invention is to solve the problems of the prior art described above,
An object of the present invention is to provide an electric vehicle control device capable of automatically detecting the type of a switching section and automatically controlling opening/closing of an AC circuit breaker according to the detection result.

A speed generator detects the speed of an electric vehicle, and its output pulse is set to a running distance that is longer than the no-voltage section when switching between AC, no-voltage, and AC, but shorter than the no-voltage section when switching between AC, no-voltage, and DC. a counter device that counts in units of , an AC voltage relay that is energized in the AC power supply section, a DC voltage relay that is energized in the DC power supply section, and a switching section based on the output of the counter device and the output of the both voltage relays. The structure includes a relay control circuit that determines the type and controls opening and closing of the AC circuit breaker.

An embodiment of the present invention will be described below with reference to FIGS. 3 and 4. In Figures 3 and 4, 19 is a speed generator added to the axle of the electric car, 2o is a counter that counts the output pulses of the speed generator 19, S of the counter 20 is a set signal terminal, and R beam kit. The signal terminal 21 is the output of the counter 20 and the preset distance reference value (number of pulses) N
22 is an amplifier circuit, and 23 is a relay excited by the output of the amplifier circuit 22.

The distance reference value Nsgt is set to a number of pulses that corresponds to a travel distance that is longer than the no-voltage section when switching between AC-no-voltage-AC, but shorter than the no-voltage section when switching between AC-no-voltage-DC. be done. Generally, the no-voltage section of the switching section of an AC/DC electric vehicle is the same as the no-voltage section of the AC/DC section.
Since it is shorter than the no-voltage section of the direct section, it is possible to set the distance reference value N8FiT as described above.

The operation of the embodiment will be explained below.

First, a case will be described in which the vehicle passes through a no-voltage section from an AC power supply section and enters a DC power supply section. When the AC power supply section enters the no-voltage section, the AC voltage relay 4 shown in FIG. When the output pulse number of the counter 20 exceeds the set pulse number N5ET, that is, when the traveling distance of the electric car reaches the set distance reference value, an output is generated from the comparator 21 and the amplifier circuit 2
2 is input. As a result, the amplifier circuit 221 output is generated and the relay 23 is excited. Due to the excitation of the relay 23, the interlocking contact 23b shown in FIG. The AC circuit breaker 8 shown in FIG. 1 is opened. When the AC circuit breaker 8 is opened, its interlocking contact gb (FIG. 3) is closed, and the coil 9C (DC) of the AC/DC switch 9 and the coil 13 of the AC/DC converter 13 are closed.
C (DC) is excited, and the AC/DC switch 9 and AC/DC converter 13Fi shown in FIG. 1 are respectively switched to the "DC side".

Subsequently, when the electric vehicle enters the DC power supply area from the no-voltage area, the pantograph 2 (FIG. 1) receives DC voltage, and the DC voltage relay 5 is energized. As a result, the interlocking contact 5a
(FIG. 3) is closed, the AC breaker auxiliary relay 15 is energized, its interlocking contact 15a is closed, the closing coil 16 of the AC breaker is energized, and the AC breaker 8 of FIG. 1 is closed.

This means that the electric vehicle has automatically finished the AC-DC switching operation.

Next, a case will be described in which the vehicle passes through a no-voltage section from a DC power supply section and enters an AC power supply section. While the electric vehicle is running on a DC power supply section, the DC voltage relay 5 is energized, so the interlocking contact 5a is closed and the interlocking contact 5b is open, and the AC voltage relay 4 is demagnetized, so the interlocking contact 4a is closed. is open, 4b is closed, and since contact 4b is closed, relay 23 is energized, so interlocking contact 23
A is a closed circuit, and 23b is an open circuit. When the electric vehicle enters the no-voltage section from the DC power supply section, the DC voltage relay 5 is first demagnetized. As a result, the interlocking contact 5a is opened, the AC breaker auxiliary relay 15 is demagnetized, the interlocking contact 15b is closed, the AC breaker tripping coil 17 is energized, and the AC breaker 8 is opened.

When the AC breaker 8 opens, its interlocking contact 8b closes,
The coil 9C (AC) of the AC/DC switch 9 and the coil 13C (AC) of the AC/DC converter 13 are excited, and the AC/DC switch 9 and the AC/DC converter 13 are respectively switched to the "AC side". Next, when the electric car enters the AC power supply section from the no-voltage section,
An alternating current voltage is applied to the pantograph 2 (FIG. 1), and an alternating current voltage relay 4 is excited. As a result, the interlocking contact 4a is closed, the AC breaker auxiliary relay 15 is energized, the interlocking contact 15a is closed, the AC breaker closing coil 16 is energized, and the AC breaker 8 is closed. This means that the electric vehicle has automatically completed the orthogonal switching operation.

Furthermore, a case will be described in which the vehicle passes through a no-voltage section from an AC power supply section and enters an AC power supply section.

When the vehicle enters the no-voltage section from the AC power supply section, the AC voltage relay 4 is demagnetized. As a result, the interlocking contact 4b is closed, and the collar 20 in FIG. 4 starts counting the output pulses of the speed generator 19. The count value of the counter 20 and the set number of pulses N8ET are compared by the comparator 21, and here, the set number of pulses Nsg is equal to the number of pulses corresponding to the travel distance of the no-voltage section of the AC-no-voltage-AC section. Since the set value is set to a large value, the electric vehicle enters the next AC power supply section before the comparator 21 generates an output. That is, no output is generated from the comparator 21, the output from the amplifier circuit 22 is also zero, and the relay 23 is in the demagnetized state until '1', and the electric vehicle enters the next AC power supply section. Therefore, the interlocking contact 23b of the relay 23 remains closed, and therefore the AC breaker auxiliary relay 15
maintains excitation. As a result, electric cars are AC - no voltage -
It is possible to pass through the AC switching section while the AC circuit breaker 8 remains closed.

As described above, according to the embodiment of the present invention, when an electric car is operated unmanned, a detector that detects the contact line voltage, such as the AC voltage relay 4 or the DC voltage relay 5, and a detector that detects the traveling distance of the electric car are used. The length of the orthogonal section is longer than the length of the orthogonal section, but the length of the orthogonal section is longer than the length of the orthogonal section. The Sayoshi is equipped with a counter device that counts the detected travel distance in units of short travel distances, thereby automatically identifying cross-perpendicular sections, orthogonal sections, and cross-cross sections. This makes it possible to automatically control the opening and closing of the AC circuit breaker according to the identification result, completely solving the problems associated with manual operation described above in the prior art. In addition, the reason why the AC circuit breaker is not opened at the intersection is as follows.
The main purpose of this method is to extend the maintenance inspection cycle and usage period due to the mechanical operating life of the AC circuit breaker, and as a method to prevent the AC circuit breaker from opening in the AC section, the AC voltage relay is provided with an appropriate release delay element. However, with this method, a problem arises in that the AC circuit breaker opens when the vehicle is running at a low speed below the set speed.

According to the present invention, the opening/closing control of the AC circuit breaker when passing an alternating-direction section, an orthogonal section, or an alternating-crossing section of an overhead contact line, which was conventionally performed manually, automatically identifies the type of switching section. By doing so, it becomes possible to perform the process automatically, which has the effect of enabling unmanned operation of the electric traction vehicle.

[Brief explanation of the drawing]

Figure 1 is a contact line voltage detection and main circuit connection diagram in a conventional AC/DC electric vehicle, Figure 2 is a circuit diagram of conventional AC/DC switching control and AC breaker opening/closing control, and Figures 3 and 4 are the invention of the present invention. FIG. 2 is a control circuit diagram showing one embodiment of the present invention. DESCRIPTION OF SYMBOLS 1... Contact line, 4... AC voltage relay, 5... DC voltage relay, 8... AC breaker, 14... Main motor circuit, 15... Auxiliary relay for AC breaker, 16・・・
・Insertion coil, 17...Removal coil, 19...
speed generator, 20... counter, 21... comparator,
22... Amplifier circuit, Figure 1 Figure 2 Figure 8 (Figure 3

Claims (1)

[Claims] 1. The circuit breaker for switching on and off the power supply of electric cars operated in the AC/DC side power supply section becomes hm-m closed when passing through the AC-non-voltage-DC and DC-V-π pressure-AC switching sections, and the AC-non-voltage - Passing through the alternating current switching section "K" is automatically controlled so that it remains closed. Although the section is long, it is shorter than the no-voltage section of AC = no-voltage-DC switching, and there is a counter device that counts the mileage as a unit, an AC voltage relay that is energized in the AC power supply section, and an AC voltage relay that is energized in the DC power supply section. An electric vehicle control device comprising: a DC voltage relay; and a relay control circuit that identifies the type of switching section from the output of the counter device and the output of both voltage relays and controls opening and closing of the circuit breaker.