JP2016178793A - Contactor controller - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a contactor controller capable of suppressing power consumption necessary for holding the ON-state of a contactor on an electric circuit between a motor and an inverter in an electric vehicle.SOLUTION: A contactor controller includes a plurality of positive-electrode side contactors 11 to 13 arranged in parallel to one another on the positive-electrode side of an electric circuit between a battery 20 and an inverter 21 included in an electric vehicle and different from one another in capacity, negative-electrode side contactors 14 to 16 arranged in parallel to one another on the negative-electrode side of the circuit and respectively corresponding to the positive-electrode side contactors 11 to 13, and an ECU 17 for controlling connection/disconnection of the positive-electrode side contactors 11 to 13 and the negative-electrode side contactors 14 to 16 so as to set the minimum necessary numbers of positive-electrode side contactors and negative-electrode side contactors in a connected state according to the value of a current flowing through the circuit.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a contactor control device in an electric vehicle.

  First, FIG. 7 shows a conventional driving motor drive system in an electric vehicle. Conventionally, an electric vehicle is provided with one positive contactor 23 on the positive (+) side of the electric circuit between the battery 20 and the inverter 21 and one negative contactor 24 on the negative (−) side. ing.

  Then, power is supplied from the battery 20 to the inverter 21 by turning on the positive contactor 23 and the negative contactor 24 under the control of the ECU (electronic control unit) 25, and the inverter 21 performs three-phase alternating current. And the motor 22 is driven.

  In recent years, as the output between the motor 22 and the inverter 21 is increased, the current supplied from the battery 20 to the inverter 21 is also increased, and the contactors 23 and 24 for flowing this large current are also increased in size (large capacity). .

  Patent Document 1 listed below discloses a technique for reducing power consumption by reducing the number of relays on an electric circuit connecting a plurality of power supplies and motors in an electric vehicle.

JP 2014-93806 A

  By the way, in order to keep the contactors 23 and 24 in the ON state, weak power is consumed. This power consumption is negligible for a normal contactor. However, when a large-capacity contactor (for example, 300 [A]) is used, the power (current) necessary for maintaining the ON state also increases (for example, 3 [A]), it cannot be ignored from the viewpoint of improving electricity consumption.

  Accordingly, the present invention provides a contactor control device that can suppress the power consumption required to maintain the ON state of the contactor on the electric circuit between the motor and the inverter in the electric vehicle. Objective.

A contactor control device according to a first invention for solving the above-mentioned problems is as follows.
A plurality of positive contactors arranged in parallel to each other on the positive electrode side of the electric circuit between the battery and the inverter provided in the electric vehicle and having different capacities,
A plurality of negative contactors disposed in parallel to each other on the negative electrode side of the electrical circuit, each corresponding to the positive electrode contactor;
An acceleration request discriminating unit for discriminating a driver's acceleration request;
In accordance with the acceleration request determined by the acceleration request determination unit, a combination of the positive electrode side contactor and the negative electrode side contactor to be in contact is determined, and connection / disconnection of each positive electrode side contactor and each negative electrode side contactor is controlled. And an electronic control unit.

A contactor control device according to a second invention for solving the above-mentioned problems is as follows.
In the contactor control device according to the first invention,
The acceleration request determination unit is a request current calculation unit that calculates a request current from a driver's request torque,
The electronic control unit is in the contact state so that a total output current of the positive contactor and the negative contactor to be in a contact state is equal to or greater than a minimum total output current calculated by the required current calculation unit. The combination is determined as follows.

A contactor control device according to a third invention for solving the above-mentioned problems is as follows.
In the contactor control device according to the first or second invention,
The capacities of the positive contactor and the negative contactor are respectively set to integer multiples of the smallest contactor capacity of the positive contactor and the negative contactor.

  According to the contactor control device of the present invention, it is possible to suppress the power consumption necessary for maintaining the ON state of the contactor on the electric circuit between the motor and the inverter in the electric vehicle.

It is a block diagram explaining the contactor control apparatus which concerns on Example 1 of this invention. It is a block diagram explaining the contactor control apparatus (three contactors are 3 each) based on the reference example 1 of this invention. It is a flowchart explaining the setting of the threshold value by ECU in the reference example 1 of this invention. It is a graph explaining the change of the threshold value by the difference of current change speed, and the timing of contactor ON state start. (A) is a graph about the change of a threshold value. (B) is a graph about the timing of ON command by ECU in Example 1 of this invention. It is a graph which shows the data of the threshold value which is equipped with ECU in the reference example 1 of this invention, and changes according to increase / decrease in electric current change speed. An output limit arrival prediction time t _c, compared with the response time t _r of the contactor, is a graph illustrating the suppressing manner the required current value. It is a block diagram explaining the drive system of the motor for driving in the conventional electric vehicle.

  Hereinafter, a contactor control device according to the present invention will be described with reference to the drawings in an embodiment.

[Example 1]
A device configuration of the contactor control device according to the first embodiment of the present invention will be described with reference to FIG. FIG. 1 is a block diagram illustrating a contactor control device according to a first embodiment of the present invention.

  The contactor control device according to the first embodiment of the present invention is mounted on a drive system for a traveling motor of an electric vehicle. As shown in FIG. 1, an accelerator sensor 10, a first positive contactor 11, a second positive contact side. A contactor 12, a third positive electrode side contactor 13, a first negative electrode side contactor 14, a second negative electrode side contactor 15, a third negative electrode side contactor 16, and an ECU 17 are provided.

  The accelerator sensor 10 detects the operation of the accelerator pedal by the driver, that is, the accelerator opening.

  The positive contactors 11 to 13 are arranged in parallel to each other on the positive (+) side of the electric circuit between the battery 20 and the inverter 21 provided in the electric vehicle.

  The negative contactors 14 to 16 are arranged in parallel to each other on the negative (−) side of the electric circuit between the battery 20 and the inverter 21 provided in the electric vehicle.

  The first positive electrode side contactor 11 and the first negative electrode side contactor 14 have a capacity of 50 [A], the second positive electrode side contactor 12 and the second negative electrode side contactor 15 have a capacity of 100 [A], and the third The positive electrode side contactor 13 and the third negative electrode side contactor 16 have a capacity of 150 [A].

  In this embodiment, the pair of the first positive electrode side contactor 11 and the first negative electrode side contactor 14 is the first contactor group (A), and the pair of the second positive electrode side contactor 12 and the second negative electrode side contactor 15 is the second contactor group (A). A contactor group (B) is used, and a pair of the third positive electrode side contactor 13 and the third negative electrode side contactor 16 is a third contactor group (C).

  The ECU 17 includes an acceleration request determination unit 17a and a control unit 17b.

  The acceleration request determination unit 17a determines a driver acceleration request. Specifically, the acceleration request determination unit 17a is a request current calculation unit that calculates a request current from a driver request torque based on a detection value of the accelerator sensor 10. .

  The control unit 17b controls switching of ON (contact) / OFF (disconnection) for each contactor group, and performs control so as to change the contactor group to be turned on according to the current value between the inverter 21 and the motor 22.

  Here, the relationship between the current value between the inverter 21 and the motor 22 and each contactor group which is turned on by the ECU 17 is shown in Table 1 below.

  In Table 1 above, the contactor groups marked with ◯ are in the ON state, and the rest are in the OFF state.

  As shown in Table 1 above, the control unit 17b determines a combination of contactor groups to be turned on so that a contactor having the minimum capacity is turned on according to the current value between the inverter 21 and the motor 22. change. That is, the control unit 17b determines a combination of contactor groups to be turned on according to the acceleration request determined by the acceleration request determination unit (required current calculation unit) 17a, and controls ON / OFF of each contactor group.

  In the above description, it is assumed that there are three contactor groups, that is, three positive contactors and three negative contactors, but this embodiment does not limit the number of contactors. In other words, any number of positive contactors and negative contactors may be used as long as they are the same number of two or more.

  In the above description, the contactors have capacities of 50 [A], 100 [A], and 150 [A]. However, the present embodiment does not limit the capacities of the contactors. However, the plurality of positive electrode side contactors all have different capacities, and the plurality of negative electrode side contactors have capacities corresponding to the capacities of the respective positive electrode side contactors (the positive electrode side contactor and the negative electrode side contactor have respective capacities). Paired).

  Then, in the ECU 17, the control unit 17b sets the contactor group in the ON state so that the total output current of the contactor group in the ON state is equal to or greater than the current value calculated by the required current calculation unit 17a. It is good to determine the combination of.

  Particularly, when the capacity of the smallest positive electrode side contactor (and the negative electrode side contactor) is i [A] and the number of positive electrode side (or negative electrode side) contactors is n, the capacity of each of the n contactors is i. [A], 2i [A], 3i [A],..., Ni [A], that is, each capacity of the positive contactor and the negative contactor is the smallest among the positive contactor and the negative contactor. If each is set to an integral multiple of the contactor capacity, the efficiency is good.

  That is, the contactor control device according to the first embodiment of the present invention includes a plurality of positive contactors that are arranged in parallel to each other on the positive electrode side of the electric circuit between the battery 20 and the inverter 21 provided in the electric vehicle and have different capacities. A plurality of negative contactors arranged in parallel with each other on the negative electrode side of the electric circuit and corresponding to the positive contactors, an acceleration request determination unit for determining the driver's acceleration request, and the acceleration request determination unit And a control unit that determines the combination of the positive electrode side contactor and the negative electrode side contactor to be turned on according to the acceleration request determined in step, and controls ON / OFF of each positive electrode side contactor and each negative electrode side contactor. It is.

  Thus, the contactor control device according to the first embodiment of the present invention suppresses the power consumption necessary for maintaining the ON state of the contactor on the electric circuit between the motor and the inverter in the electric vehicle. Make it possible.

[Reference Example 1]
The ECU 17 according to the first embodiment of the present invention is configured so that “a plurality of contactor groups having different capacities are provided, and the contactor group having the minimum capacity is turned on according to the current value between the inverter 21 and the motor 22. The combination of contactor groups to be changed is changed. "

  The contactor control device according to Reference Example 1 of the present invention can switch at an appropriate timing when switching the number of contactor groups in the ON state (number of contactors) according to the current value as described in the first embodiment. It is something that can be done.

  In the following description, the term “contactor group” is not used, but the term “positive contactor and negative contactor” is used, but the meaning is the same.

  The device configuration of the contactor control device according to Reference Example 1 of the present invention will be described with reference to FIG. FIG. 2 is a block diagram illustrating a contactor control device according to Reference Example 1 of the present invention.

  A contactor control device according to Reference Example 1 of the present invention is mounted on a drive system for a traveling motor of an electric vehicle. As shown in FIG. 2, an accelerator sensor 10, a first positive electrode side contactor 11, a second positive electrode side. A contactor 12, a third positive electrode side contactor 13, a first negative electrode side contactor 14, a second negative electrode side contactor 15, a third negative electrode side contactor 16, and an ECU 18 are provided.

  As in the first embodiment, the accelerator sensor 10 detects the operation of the accelerator pedal by the driver, that is, the accelerator opening.

  The positive contactors 11 to 13 are arranged in parallel to each other on the positive (+) side of the electric circuit between the battery 20 and the inverter 21 provided in the electric vehicle.

  The negative contactors 14 to 16 are arranged in parallel to each other on the negative (−) side of the electric circuit between the battery 20 and the inverter 21 provided in the electric vehicle.

  Moreover, ECU18 controls switching of ON (contact) / OFF (disconnection) of each contactor 11-16. Hereinafter, the control of the ECU 18 will be described in detail.

  The ECU 18 is connected to the positive side contactors 11 to 13 and the negative side in accordance with the running state of the electric vehicle (when the system is in the ON state (starting up), during low load running, during high load running, etc.). Control is performed so that the number of contactors 14 to 16 is changed. In addition, the 1st positive electrode side contactor 11 and the 1st negative electrode side contactor 14 respond | correspond, and switch ON / OFF at the same timing. The same applies to the second positive contactor 12, the second negative contactor 15, the third positive contactor 13, and the third negative contactor 16.

  In the following description, the third positive electrode side contactor 13 and the third negative electrode side contactor 16 are omitted for the sake of simplicity.

  Further, when the vehicle is in the system ON state, the ECU 18 always turns on only the first positive electrode side contactor 11 and the first negative electrode side contactor 14. Then, at the timing when the outputs of the first positive electrode side contactor 11 and the first negative electrode side contactor 14 become the limit, the second positive electrode side contactor 12 and the second negative electrode side contactor 15 are further turned on. Before reaching the output limits of the first positive electrode side contactor 11 and the first negative electrode side contactor 14 in the ON state, control is performed so as to sequentially switch to the ON state.

  Further, the ECU 18 obtains the driver's requested torque from the detection information of the accelerator sensor 10, calculates the requested current from the requested torque, and turns on the second positive electrode side contactor 12 and the second negative electrode side contactor 15. At this time, an appropriate timing for actually giving an ON command (commanding to be in the ON state) is calculated from the increasing speed of the required torque, and an ON command is sent to the second positive electrode side contactor 12 and the second negative electrode side contactor 15. Determine or change the threshold for

  In the ON / OFF control of each contactor by the ECU 18, in practice, a time lag (the time from when the contactor receives an ON command until the contactor is turned on, that is, the contactor reaction time) occurs due to the mechanical characteristics of the contactor. . The above-mentioned “appropriate timing” is a timing in consideration of a known contactor reaction time.

  Further, the ECU 18 predicts a road gradient using map information or calculates past driving patterns when calculating an appropriate timing for actually issuing an ON command from the increasing speed of the required torque (accelerator pedal operation speed). By learning from the above, the influence of the time lag can be further suppressed.

  Hereinafter, the setting of the threshold value by the ECU 18 will be described with reference to the flowchart of FIG.

  In step S1, based on the accelerator sensor output (accelerator opening detected by the accelerator sensor 10) and the vehicle speed, the torque (requested torque) intended by the driver is calculated.

In step S2, based on the current value I and the voltage of the battery 20, a current value (required current value) I ′ for realizing the required torque is calculated.

In step S3, a current change rate ΔI, which is a change rate of the current value I, is calculated based on the current value I and the required current value I ′.

In step S4, the current change rate ΔI and the operation pattern information or the current change rate ΔI
The threshold value is determined from the map information. Thereafter, when the current value I reaches the determined threshold value, the ECU 17 issues an ON command to the second positive electrode side contactor 12 and the second negative electrode side contactor 15.

  Here, step S4 will be described in further detail with reference to FIGS. First, FIG. 4 is a graph for explaining the change in the threshold value and the contactor ON state start timing due to the difference in the current change rate ΔI.

  FIG. 4A is a graph regarding changes in the threshold value. The vertical axis represents the current value, the horizontal axis represents time t, the solid line represents the change in the current value I up to the present time, and the broken line (arrow) is a request having the current change rate ΔI calculated in step S3 as the slope. The current value I ′ is represented. FIG. 4B is a graph regarding the timing of the ON command by the ECU 18, and the time t on the horizontal axis corresponds to FIG. 4A.

  First, when the system shown in FIG. 4A is turned on, as shown in FIG. 4B, the ECU 18 issues an ON command to the first positive electrode side contactor 11 and the first negative electrode side contactor 14.

Further, as shown in FIG. 4A, when the current change rate ΔI calculated in step S3 has an inclination as shown in the case _A graph, for example, the threshold value is set to I _A. FIG. 4B shows how the ECU 18 issues an ON command to the second positive electrode side contactor 12 and the second negative electrode side contactor 15 when the threshold value I _A is reached in Case _A.

That is, when the current change rate ΔI is large as in Case A, that is, when the slope of the graph is large, the current value I reaches the output limit I _M1 of the first positive contactor 11 and the first negative contactor 14. Therefore, the threshold value is set (relatively) low in consideration of the reaction time of the second positive electrode side 12 and the second negative electrode side contactor 15. This threshold is I _A.

On the other hand, if the current change rate ΔI has an inclination as shown in the Case _B graph, the threshold value is set to IB. FIG. 4B shows a state where the ECU 18 issues an ON command to the second positive electrode side contactor 12 and the second negative electrode side contactor 15 when the threshold value IB is reached in Case _B.

That is, when the current change rate ΔI is small as in Case B, that is, when the slope of the graph is small, the current value I reaches the output limit I _M1 of the first positive contactor 11 and the first negative contactor 14. Since the required time is long, the threshold value is set (relatively) high. This threshold is I _B.

  The ECU 18 is provided with threshold value data that changes in accordance with the increase / decrease of the current change rate ΔI, and the threshold value is changed according to the current change rate ΔI as described above using the data. To do.

  FIG. 5 is a graph showing threshold value data provided in the ECU 18 that changes in accordance with the increase / decrease of the current change rate ΔI. The vertical axis is the threshold value, the horizontal axis is the current change rate ΔI, and the solid line is predicted by the ECU 18 when the vehicle travels on a flat road, while the broken line is predicted by the ECU 18 when the vehicle travels on an uphill such as a mountain road Shows the case.

For example, in Case _A , the threshold value is I _A as described above. However, this is the case when the vehicle is predicted to travel on a flat road. If it is predicted that the vehicle travels on an uphill such as a mountain road, the current change rate ΔI increases, that is, it becomes obvious that the slope of the broken line shown in FIG. It is better to lower the threshold.

  That is, the ECU 18 includes “threshold data that changes according to the increase / decrease in the current change rate ΔI” when the vehicle is predicted to travel on a flat road as shown by the solid line in FIG. As shown in the broken line graph of FIG. 5, there is provided “threshold data that changes in accordance with increase / decrease in current change rate ΔI” in the case where the vehicle is predicted to travel uphill. The ECU 18 includes map information, and the “prediction” is based on the map information.

  Even when the current change speed ΔI is the same value, the threshold is set lower when it is predicted that the vehicle travels on an uphill than when it is predicted that the vehicle travels on a flat road.

For example, in Case A, when it is predicted that the vehicle travels on a flat road, the threshold value is I _A, and when it is predicted that the vehicle travels on an uphill slope, the threshold value is I _a (I _a <I _A ). In Case _B , when it is predicted that the vehicle travels on a flat road, the threshold value is I _B, and when it is predicted that the vehicle travels on an uphill slope, the threshold value is I _b (I _b <I _B ). .

  In the above description, the case where two types of data, that is, a flat road and a predetermined upward gradient are set has been described. However, this is merely an example, and in practice, the above data is set finely for each gradient (angle). May be.

  In other words, the ECU 18 includes map information and “threshold data that changes according to increase / decrease in the current change rate ΔI” set for each gradient of the road on which the electric vehicle travels, and is based on the map information. The slope is predicted, and the data used in determining the threshold value is selected based on the predicted slope.

  In the above description, the gradient is predicted based on the map information and the threshold is determined. However, the increase / decrease of the accelerator opening is predicted based on the (most recent) driving pattern information, and the threshold is determined. Good.

  That is, the ECU 18 stores past (most recent) driving pattern information, and when the accelerator depression amount is predicted to increase from the driving pattern information, the current change rate ΔI increases, that is, FIG. Since it becomes obvious that the slope of the broken line shown in (a) becomes large, the threshold value is lowered. This is the same as in the case of the upward gradient described above.

  In other words, the ECU 18 includes “threshold data that changes according to increase / decrease in the current change rate ΔI” set for each output value of the accelerator sensor 10, and is based on the past driving pattern information. That is, the output value of 10 may be predicted, and the data used in determining the threshold value may be selected based on the predicted output value of the accelerator sensor 10.

  Next, the outline of steps S5 and S6 in FIG. 3 will be described.

  If the accelerator is depressed too quickly, the required torque increase rate and the current change rate ΔI are too fast, and it may not be possible to turn on the second positive electrode side contactor 12 and the second negative electrode side contactor 15 in time, resulting in a time lag. Conceivable. Since the current cannot be increased during this time lag, a problem in driving due to torque retention occurs.

  In such a case, smooth acceleration without torque stagnation can be realized by suppressing in advance the current that actually flows in anticipation of the time lag, although acceleration is slightly delayed.

  Hereinafter, steps S5 and S6 will be described in detail.

In step S5, the time required for the current value I to reach the output limit I _{A of} the first positive contactor 11 and the first negative contactor 14 is predicted from the current value I and the current change rate ΔI. . This is assumed to be the output limit arrival prediction time t _c .

In step S6, comparing the output limit arrival prediction time t _c, the reaction time t _r of the contactor (second positive side contactor 12 and a second negative-side contactor 15) already described. If t _c ≧ t _r, because the time lag problem does not occur, as described in step S4, the current value I reaches the determined threshold, the second positive electrode side contactor 12 and a second negative-side contactor 15 ON command. Then, the process returns to step S1.

On the other hand, when it is t _c <t _r, by multiplying the suppression rate α (α <1) to the required current value I', inhibits the required current value I'converts the alpha · I'. Thereby, the current flowing through the first positive electrode side contactor 11 and the first negative electrode side contactor 14 is reduced, so that the time lag can be eliminated.

6, the output limit arrival prediction time t _c, in which already comparing the response time t _r of the contactor described and graphed suppressing state the required current value. The vertical axis represents the current value, the horizontal axis represents the time t, the solid line represents the change in the current value I up to the present time, and the broken line (arrow) represents the required current value I ′ having the current change rate ΔI as the slope. Represents. Note that I _{M2 in} FIG. 6 represents the output limit of the total of the first positive electrode side contactor 11 and the second positive electrode side contactor 12 and the total of the first negative electrode side contactor 14 and the second negative electrode side contactor 15. Represents.

CaseC is a case of t _c <t _r. I _c is a threshold value in CaseC. That is, since the required current value I ′ is too large in Case _C , the threshold value I _C is substantially the same as the current value I, that is, immediately, the ECU 18 applies the second positive contactor 12 and the second negative contactor 15 to each other. A state in which an ON command is performed is shown.

However, immediately even performed ON command to the second positive side contactor 12 and a second negative-side contactor 15, the output limit arrival prediction time t _r is the reaction time of the second positive electrode side contactor 12 and a second negative-side contactor 15 Since the current value I reaches the output limit I _M1 of the first positive electrode side contactor 11 and the first negative electrode side contactor 14 because it is shorter than t _c , the second positive electrode side contactor 12 and the second negative electrode side contactor 15 are in the ON state. Not.

Thus, the required current value as I'→ α · I', output limit estimated arrival time t _r is the same or higher than the reaction time t _c of the second positive electrode side contactor 12 and a second negative-side contactor 15. In FIG. 5, this is represented as CaseC ′. In this way, the time lag can be eliminated.

  The above is the description of the control of the ECU 18. In the above description, the third positive electrode side contactor 13 and the third negative electrode side contactor 16 are omitted. However, for the third positive electrode side contactor 13 and the third negative electrode side contactor 16, the threshold is set to the second positive electrode side contactor 12 and the third positive electrode side contactor 12. After being set higher than the second negative electrode side contactor 15, the same control as the second positive electrode side contactor 12 and the second negative electrode side contactor 15 is performed.

  The contactor control device according to the present invention has been described using the first embodiment and the first reference example. In Example 1 and Reference Example 1, three positive contactors and three negative contactors are provided, but Example 1 and Reference Example 1 do not limit the number of contactors. In other words, any number of positive contactors and negative contactors may be used as long as they are the same number of two or more.

  In this way, the contactor control device according to the present invention makes it possible to suppress the power consumption necessary for maintaining the ON state of the contactor on the electric circuit between the motor and the inverter in the electric vehicle. The contactor can be switched at an appropriate timing.

  The present invention is suitable as a contactor control device.

DESCRIPTION OF SYMBOLS 10 Acceleration sensor 11 1st positive electrode side contactor 12 2nd positive electrode side contactor 13 3rd positive electrode side contactor 14 1st negative electrode side contactor 15 2nd negative electrode side contactor 16 3rd negative electrode side contactor 17, 18, 25 ECU (electronic control part)
20 Battery 21 Inverter 22 Motor 23 Positive Contactor 24 Negative Contactor

Claims (3)

A plurality of positive contactors arranged in parallel to each other on the positive electrode side of the electric circuit between the battery and the inverter provided in the electric vehicle and having different capacities,
A plurality of negative contactors disposed in parallel to each other on the negative electrode side of the electrical circuit, each corresponding to the positive electrode contactor;
An acceleration request discriminating unit for discriminating a driver's acceleration request;
In accordance with the acceleration request determined by the acceleration request determination unit, a combination of the positive electrode side contactor and the negative electrode side contactor to be in contact is determined, and connection / disconnection of each positive electrode side contactor and each negative electrode side contactor is controlled. A contactor control device. The acceleration request determination unit is a request current calculation unit that calculates a request current from a driver's request torque,
The control unit is configured so that the total output current of the positive-side contactor and the negative-side contactor to be in a contact state is equal to or greater than the current value calculated by the required current calculation unit and a minimum total output current. The contactor control device according to claim 1, wherein the combination to be determined is determined. The capacities of the positive contactor and the negative contactor are respectively set to integer multiples of the smallest contactor capacity of the positive contactor and the negative contactor. Contactor control device according to claim 1.

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