JP2018113825A - Control unit for modified type electric vehicle and modified type electric vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a control unit that is able to easily achieve, with an inexpensive configuration, appropriate supply of power to a traveling electric motor and an electric accessory in the start of a modified type electric vehicle.SOLUTION: A control unit 10 mounted in a modified type electric vehicle A1 comprises: a control section 30 that controls a contactor 21 and a switching element 22; and switching elements 23, 25, 26 for starting a plurality of electric accessories. After a delay time has passed since the supply of power to an inverter 11 for a traveling electric motor 2 from a capacitor unit 4 is started by controlling the contactor 21, the control section 30 controls the switching element 22 to an on-state. According to this, the switching elements 23, 25, 26 operate so as to allow the electric accessories to be started (turned on).SELECTED DRAWING: Figure 2

Description

  The present invention relates to an electric vehicle manufactured by modifying a non-electric vehicle such as an existing truck.

  In recent years, development of a remodeled electric vehicle (so-called conversion EV) manufactured by remodeling a non-electric vehicle such as an existing truck in which an internal combustion engine is mounted as a power source has been promoted (for example, a patent) Reference 1).

Japanese Patent No. 5482697 JP-A-9-149552

  In order to promote the use of the above-described modified electric vehicle, it is desirable that a non-electric vehicle such as a truck can be modified to a modified electric vehicle at a low cost with a simple configuration as much as possible.

  However, since the modified electric vehicle is manufactured by modifying an existing vehicle, various problems also occur. For example, a modified electric vehicle is equipped with an electric motor (hereinafter sometimes referred to as a traveling motor) instead of an internal combustion engine as a power source for traveling the vehicle before the modification. For this reason, in order to operate various auxiliary machines that have been driven by the power of the internal combustion engine in the vehicle before remodeling, a plurality of electric auxiliary machines (such as an electric motor) are usually required. It is necessary to supply power to the power source.

  In this case, with the low-voltage battery mounted on the vehicle before remodeling, it is difficult to bear the power supply power of the plurality of electric auxiliary machines as a whole. For this reason, it is conceivable that power can be supplied to each of the plurality of electric auxiliaries from a high-voltage storage unit mounted on the modified electric vehicle as a power source for the traveling motor.

  However, in this case, the inventors have found that the following inconvenience occurs. In other words, power supply from the storage unit mounted on the modified electric vehicle to the traveling motor is normally performed via an inverter. In this case, when the modified electric vehicle is started, it is necessary to charge (precharge) a capacitor provided in the inverter before starting the operation of the traveling motor.

  When the modified electric vehicle is started, power supply to the drive inverter for driving the electric motor for traveling and power supply to the electric auxiliary machine or its drive circuit are started all at once. There is a possibility that the travel motor will not start promptly without proceeding.

  In addition, since the battery unit as a power source for the traveling motor is a high-voltage power supply, a modified electric vehicle usually has a leakage detector that detects the occurrence of leakage in the current path from the battery unit to the inverter. In the state of being mounted and detecting the occurrence of electric leakage by the electric leakage detector, the output of electric power from the electric storage unit to the traveling motor or the like is cut off.

  In this case, if the start of the electric motor and the electric auxiliary machine for traveling are started at the same time when the modified electric vehicle is started, the leakage detector will erroneously detect the occurrence of the leakage, and thus the vehicle will start normally. May not be possible.

  In order to eliminate such inconvenience, for example, the technique as disclosed in Patent Document 2 is applied to a modified electric vehicle, and electric power is supplied to the electric auxiliary machine or its drive circuit. It may be possible to delay the power supply to the power supply.

  However, the technique found in Patent Document 2 requires a plurality of delay circuits for a plurality of electric accessories. For this reason, when the technique as disclosed in Patent Document 2 is applied to a modified electric vehicle, the configuration of the electronic circuit unit mounted on the modified electric vehicle is likely to be large or complicated and expensive. .

  The present invention has been made in view of such a background, and can appropriately supply power to a traveling electric motor and an electric auxiliary device mounted on the modified electric vehicle when the modified electric vehicle is started. It is an object of the present invention to provide a control unit that can achieve this with a simple and inexpensive configuration.

  Another object is to provide a modified electric vehicle including the control unit.

A control unit for a modified electric vehicle of the present invention is a control unit mounted on a modified electric vehicle manufactured by modifying a non-electric vehicle in order to achieve the above object,
An electric current path between an inverter for an electric motor mounted on the modified electric vehicle as a power source of the modified electric vehicle and a capacitor unit mounted on the modified electric vehicle as a power source of the electric motor. A contactor control unit for controlling the contactor mounted;
A plurality of switching elements for starting a plurality of electric auxiliary machines mounted on the modified electric vehicle, and lowering the output voltage of the auxiliary capacitor and the capacitor unit, which is a power source having a lower voltage than the capacitor unit. A plurality of auxiliary device activation switch elements that operate in a state in which the corresponding electric auxiliary devices can be activated in response to power feeding from at least one of the voltage converters that output the voltage,
A switching element interposed in a current path between the auxiliary capacitor and the voltage converter and the auxiliary starting switch elements, and the auxiliary capacitor and the voltage in an on state. An auxiliary machine activation control switch element connected to the plural auxiliary machine activation switch elements so that power can be supplied from at least one of the converters to the plural auxiliary machine activation switch elements;
When the contactor is controlled by the contactor control unit so that power supply from the battery unit to the inverter is started when the modified electric vehicle is started, a predetermined delay time from the start timing of power supply to the inverter is obtained. And an auxiliary machine activation control unit for controlling the auxiliary machine activation control switch element from an off state to an on state after the passage (first invention).

  In the present invention, “a state in which the electric auxiliary machine can be activated” means a state in which electric power necessary for the operation of the electric auxiliary machine can be supplied to the electric auxiliary machine.

  According to the first invention, when the contactor is controlled by the contactor control unit so as to start power supply from the capacitor unit to the inverter, a predetermined delay time has elapsed from the start timing of power supply to the inverter. Thereafter, the auxiliary device activation control switch element is controlled from the off state to the on state.

  For this reason, the plurality of auxiliary device starting switch elements are supplied with power from at least one of the auxiliary capacitor and the voltage converter after a predetermined delay time has elapsed from the start timing of power supply to the inverter. Thus, the electric auxiliary machine corresponding to each of them operates in a state where it can be activated. Therefore, the plurality of electric auxiliary machines are in a state in which operating power can be supplied after the delay time has elapsed.

  For this reason, after the start of power supply to the inverter, after charging of a capacitor provided in the inverter (precharge) proceeds, power supply to the plurality of electric auxiliary machines can be started. As a result, it is possible to start the operations of the plurality of electric auxiliary machines after smoothly charging (precharging) the capacitor of the inverter. Therefore, the modified electric vehicle can be started normally.

  According to the first aspect of the present invention, the timing at which power can be supplied to the plurality of electric auxiliaries is collectively obtained by controlling the auxiliary device activation control switch element to the on state after the delay time has elapsed. Can be delayed. For this reason, the circuit configuration for the delay can be simplified.

  Further, the configurations of the auxiliary machine activation control switch element, the contactor control unit, and the auxiliary machine activation control unit can be used regardless of the number of the plurality of electric auxiliary machines. For this reason, the configuration of the auxiliary device activation control switch element, the contactor control unit, and the auxiliary device activation control unit can be shared for various types of modified electric vehicles. As a result, the manufacturing cost of the control unit can be reduced.

  Therefore, according to the first aspect of the present invention, when the modified electric vehicle is started, it is possible to appropriately supply power to the electric motor for traveling and the electric auxiliary machine mounted on the modified electric vehicle. It can be realized with a simple and inexpensive configuration.

  In the first aspect of the invention, the timing at which the auxiliary machine activation control unit controls the auxiliary machine activation control switch element from the off state to the on state is provided in the inverter by supplying power from the capacitor unit to the inverter. The timing is preferably after completion of charging of the capacitor (second invention).

  According to this, since the power supply to the electric auxiliary machine is not started before the charging of the capacitor of the inverter (precharge) is completed, the electric auxiliary machine is quickly completed after the charging of the capacitor is completed. Power supply to the machine can be started.

  In the second aspect of the invention, the state of “charging completed” of the capacitor means that the capacitor has been charged to a state where the charging current from the capacitor unit to the capacitor becomes zero or sufficiently small. To do. The same applies to the third invention described later.

  Further, in the first invention, when the remodeled electric vehicle is equipped with a leakage detector that detects the presence or absence of leakage in the current path between the storage unit and the inverter, The timing at which the auxiliary machine activation control unit controls the auxiliary machine activation control switch element from the OFF state to the ON state is a timing after the capacitor provided in the inverter is charged by supplying power from the capacitor unit to the inverter. And it is preferable that it is the timing after the said leak detector has confirmed that the said leak has not generate | occur | produced after the electric power feeding to the said inverter is started (3rd invention).

  According to this, similarly to the second aspect of the present invention, power supply to the electric auxiliary machine can be started after the capacitor is quickly charged. In addition, since it is possible to detect the occurrence of the leakage by the leakage detector before power supply to the electric auxiliary machine is started, the leakage is not actually generated, It is possible to prevent the occurrence of leakage from being erroneously detected by the leakage detector. As a result, normal starting of the modified electric vehicle can be performed smoothly.

  In the modified electric vehicle of the present invention, the modified electric vehicle control unit according to any one of the first to third inventions is mounted in a gap between the passenger boarding room and the subsequent loading platform. (4th invention).

  According to the fourth aspect of the present invention, the control unit can be arranged by effectively utilizing the gap as an empty space of the vehicle before remodeling. Further, it is possible to prevent other objects from colliding with the control unit, and to protect the control unit.

1A and 1B are views showing a modified electric vehicle according to an embodiment of the present invention in a side view and a plan view, respectively. The figure which shows the circuit structure of the control unit in 1st Embodiment. The figure which shows the circuit structure of the control unit in 2nd Embodiment.

[First Embodiment]
A first embodiment of the present invention will be described with reference to FIGS. 1A, 1B, and 2. FIG. With reference to FIGS. 1A and 1B, a modified electric vehicle A1 described in the present embodiment is a modified truck as an existing non-electric vehicle in which an engine (internal combustion engine) is mounted as a power source, for example. This is a vehicle manufactured.

  1A and 1B schematically show the modified electric vehicle A1, and a mirror and the like are not shown. In addition, the modified electric vehicle A1 in the illustrated example is a vehicle in which a loading platform 1b on the rear side of the passenger boarding room 1a serves as a storage. The loading platform 1b is, for example, a box-shaped loading platform that opens upward. There may be. A work machine may be mounted on the loading platform 1b.

  In this modified electric vehicle A1 (hereinafter simply referred to as vehicle A1), an engine (internal combustion engine), a transmission, and the like mounted on the vehicle before the modification are removed. The vehicle A1 includes an electric motor 2 (hereinafter referred to as a travel motor 2) as a power source for travel, a speed reducer 3 that decelerates the output of the travel motor 2, and a storage unit as a power source for the travel motor 2. 4, a power steering unit 5, an air conditioner unit 6, an air brake air compressor unit 7, an inverter unit 8, a voltage converter 9, and a control unit 10 are mounted.

  The electric motor 2 and the speed reducer 3 are newly mounted on the vehicle A1. In the present embodiment, the speed reducer 3 is attached to the traveling motor 2. The travel motor 2 and the speed reducer 3 are disposed, for example, at a location near the front part on the lower side of the loading platform 1b of the vehicle A1. And the output side of the reduction gear 3 is connected with the input end of the drive shaft which abbreviate | omits illustration. As a result, the power of the traveling motor 2 can be transmitted to the rear wheel 1c as a drive wheel via the speed reducer 3 and the drive shaft.

  Supplementally, the location of the travel motor 2 and the speed reducer 3 or the configuration of the power transmission mechanism between the travel motor 2 and the drive wheels may be different from the above.

  The capacitor unit 4 is newly mounted on the vehicle A1. In this embodiment, the capacitor unit 4 is configured by a plurality of capacitors, for example, four capacitors 4a, 4a, 4a, 4a. Each battery 4a is constituted by, for example, a lithium ion battery as a secondary battery. In this case, each battery 4a is configured as an assembly of a plurality of cells (element batteries).

  And each capacitor | condenser 4a is mounted in the lower side of the loading platform 1b of vehicle A1, for example. In this case, since each capacitor 4a is heavy, in order to balance the weight of the vehicle A1, two capacitors 4a and 4a are arranged in front and rear at a position on the left side and a position on the right side of the vehicle A1, respectively. Are arranged in parallel.

  Supplementally, the number of capacitors 4a constituting the capacitor unit 4, the location of each capacitor 4a, or the type of secondary battery constituting each capacitor 4a may be different from the above. In addition, the capacitor unit 4 may include a capacitor configured by a capacitor, for example. Further, vehicle A1 may include a fuel cell or an engine generator (a generator driven by the engine) as a source of power supply for the travel motor, in addition to power storage unit 4.

  The power steering unit 5, the air conditioner unit 6, and the air compressor unit 7 are modified parts of those mounted on the vehicle before the modification. Although detailed illustration is omitted, in this embodiment, an electric motor (hereinafter referred to as a PS motor) that drives an existing hydraulic pump included in the power steering unit 5 and an existing compressor included in the air conditioner unit 6 are driven. An electric motor (hereinafter referred to as an AC motor) and an electric motor (referred to as an air compressor motor) that drives an existing air compressor included in the air compressor unit 7, respectively, are a power steering unit 5, an air conditioner unit 6, And it is newly incorporated in the air compressor unit 7.

  And the power steering unit 5 and the air-conditioner unit 6 are arrange | positioned in the location below the passenger boarding room 1a of vehicle A1, for example. Moreover, the air compressor unit 7 is arrange | positioned under the loading platform 1b of vehicle A1, for example.

  The inverter unit 8 is newly mounted on the vehicle A1. In this embodiment, the inverter unit 8 includes a plurality of electric motors for driving each of a plurality of electric motors (the traveling motor 2, the PS motor, the AC motor, and the air compressor motor) newly mounted on the vehicle A1. Inverters 11, 12, 13, and 14 (shown in FIG. 2).

  The inverter 11 is an inverter for driving the traveling motor 2 (hereinafter referred to as a traveling inverter 11), the inverter 12 is an inverter for driving a PS motor (hereinafter referred to as a PS inverter 12), and the inverter 13 is AC The motor drive inverter (hereinafter referred to as AC inverter 13) and inverter 14 are the air compressor motor drive inverter (hereinafter referred to as air compressor inverter 14).

  The inverter unit 8 is disposed below the passenger boarding room 1a of the vehicle A1, for example, as shown in FIGS. 1A and 1B. Moreover, each inverter 11-14 is electrically connected to the corresponding electric motor via electric power wiring so that electric power transmission can be performed between each corresponding electric motor. Furthermore, each inverter 11-14 is electrically connected to this electrical storage unit 4 via the contactor 21 mentioned later so that power supply electric power can be supplied from the electrical storage unit 4 (refer FIG. 2).

  The voltage converter 9 is newly mounted on the vehicle A1. The voltage converter 9 is a DC / DC converter that steps down the output voltage (for example, 300 to 400 V) of the capacitor unit 4 that is a high-voltage power source to a low voltage (for example, 24 V) for auxiliary equipment of the vehicle A1. In this case, the auxiliary machine of the vehicle A1 does not include the PS motor, the AC motor, and the air compressor motor.

  And the voltage converter 9 is arrange | positioned under the passenger | crew passenger compartment 1a of vehicle A1, for example. Note that the step-down power output from the voltage converter 9 is charged by a battery 15 (shown in FIG. 2, which will be referred to as “auxiliary battery 15” hereinafter), which is an existing auxiliary power storage device mounted on the vehicle A1. Used for power. Further, the step-down power output from the voltage converter 9 or the power of the auxiliary battery 15 is used as power for operation of relay switches 21a to 21c and 22 to 26 described later.

  The control unit 10 is newly mounted on the vehicle A1. The control unit 10 is an electronic circuit unit including a microcontroller, a processor, a memory, a switch element, an interface circuit, and the like in its casing, and comprehensive operation control of the vehicle A1 including operation control of the traveling motor 2 and the like. It has a function to perform. This function is a function realized by an installed program or hardware configuration.

  And the control unit 10 is arrange | positioned at the clearance gap between the passenger boarding room 1a of the vehicle A1, and the loading platform 1b, for example.

  If it supplements, the arrangement place of the inverter unit 8, the voltage converter 9, and the control unit 10 may differ from the above. Moreover, the inverters 11-14 may be distributed and arranged in a plurality of places. Further, the control unit 10 may be constituted by a plurality of electronic circuit units.

  Next, with reference to FIG. 2, the circuit configuration relating to the battery unit 4 and the control unit 10 will be described more specifically. As shown in FIG. 2, the capacitor unit 4 includes a switch element 4b connected to one of the positive electrode and the negative electrode of each capacitor 4a, for example, the positive electrode, and a leakage detector 4c that detects a leakage of power in each capacitor 4a. Is provided for each capacitor 4a. Each switch element 4b is constituted by, for example, a relay switch or a semiconductor switch element.

  The negative electrodes of the four capacitors 4a, 4a, 4a and 4a are electrically connected to each other, and the positive electrodes are connected to each other via the switch element 4b. For this reason, the four capacitors 4a, 4a, 4a, 4a are connected in parallel to each other by operating all the switch elements 4b in the on state (conductive state). And in this state, it is possible to output electric power from each capacitor 4a to the outside.

  The leakage detector 4c is connected to the positive electrode of each capacitor 4a via the switch element 4b. Then, the leakage detector 4c corresponding to each capacitor 4a can detect the leakage of the electric power of the capacitor 4a when the switch element 4b connected to the capacitor 4a is on.

  Supplementally, the battery unit 4 monitors the state of each battery 4a (remaining capacity, temperature, output voltage, energization current, presence / absence of electric leakage, etc.), and stores the voltage of each of the plurality of cells constituting each battery 4a. A capacitor monitor unit (not shown), which is an electronic circuit unit having a function of suppressing variations, is provided for each capacitor 4a.

  And on / off control of the switch element 4b corresponding to each battery 4a is performed by the battery monitor unit corresponding to each battery 4a. In addition, the storage battery monitor unit corresponding to each storage battery 4 a can communicate with a control unit 30 described later of the control unit 10. Through this communication, the storage battery monitor unit can receive an ON / OFF command for the switch element 4b for each storage battery 4a from the control unit 30, and can transmit detection data of the leakage detector 4c and the like to the control unit 30. .

  The control unit 10 includes a contactor 21 interposed in a current path between the battery unit 4 and the traveling inverter 11, a plurality of relay switches 22 to 26 as switch elements, a microcontroller, and the like. And a control unit 30 having a function of controlling the relay switches 22 to 26.

  An operation signal of the operation switch 32 of the vehicle A1 is input to the control unit 30. The operation switch 32 is an existing ignition switch provided in the vehicle before remodeling, and is operated in four operation positions of “OFF” position, “ACC” position, “IG” position, and “STA” position. Is possible. In this embodiment, the “OFF” position is the operation position when the vehicle A1 is stopped, the “ACC” position is the operation position at which the control unit 30, each of the battery monitor units, etc. are activated, and “IG”. The position is the operation position where the battery unit 4 is activated (the operation position where each switch element 4b of the battery unit 4 is controlled to be turned on), and the “STA” position can supply power to each of the inverters 11-14. (In other words, an operation position where the driving motor 2 and the electric auxiliary machine (PS motor, AC motor, air compressor motor) can be driven)).

  In the present embodiment, the control unit 30 has both a function as a contactor control unit and a function as an auxiliary machine activation control unit in the present invention by the function of controlling the contactor 21 and the relay switches 22 to 26. Moreover, the control part 30 can acquire suitably the information regarding each battery 4a, such as the detection data of the leakage detector 4c for every battery 4a, by communication with each said battery monitor unit.

  The contactor 21 includes three relay switches 21a, 21b, and 21c, and a resistance element 21d connected in series to the contact switch of the relay switch 21b. In the series circuit of the contact switch of the relay switch 21b and the resistance element 21d, The contact switch of the relay switch 21a is connected in parallel.

  A parallel circuit of the contact switch of the relay switch 21a and the series switch of the contact switch of the relay switch 21b and the resistance element 21d is interposed in the current path between the positive electrode of the battery unit 4 and the traveling inverter 11. Yes. Further, the contact switch of the relay switch 21 c is interposed in the current path between the negative electrode of the battery unit 4 and the traveling inverter 11.

  Here, the relay switch 21 b in which the resistance element 21 d is connected in series to the contact switch is a relay switch for precharging the capacitor 11 a provided in the power input unit of the traveling inverter 11. That is, at the start of power supply from the battery unit 4 to the traveling inverter 11, before the contact switch of the relay switch 21a is controlled to be in the ON state (while maintaining the OFF state), the respective contact switches of the relay switches 21b and 21c. Is turned on, the capacitor 11a can be gradually charged with a time constant corresponding to the resistance value of the resistance element 21d and the capacitance value of the capacitor 11a.

  Each coil of the relay switches 21a, 21b, and 21c has one end connected to the auxiliary battery 15 and the other end connected to the control unit 30. In this case, the control unit 30 is configured to control the energization of the coils of the relay switches 21a, 21b, and 21c. By this energization control, it is possible to control the on / off of each contact switch of the relay switches 21a, 21b, and 21c.

  In the present embodiment, a leakage detector 11 b similar to the leakage detector 4 c of the battery unit 4 is connected to the positive electrode of the traveling inverter 11. The earth leakage detector 11b detects the earth leakage of the electric power supplied from the battery unit 4 to the traveling inverter 11.

  The input side of the voltage converter 9 is connected to a current path between the capacitor unit 4 and the contactor 21. Thereby, regardless of the operating state of the contactor 21, the high voltage power output from the battery unit 4 is input to the voltage converter 9. Then, the output side of the voltage converter 9 is connected to the auxiliary battery 15 so that the power reduced by the voltage converter 9 can be charged into the auxiliary battery 15.

  Of the relay switches 22 to 26, the relay switch 23 is a relay switch for starting the PS motor, and the contact switch is connected to the PS inverter 12.

  In this case, in the ON state of the contact switch of the PS activation relay switch 23, a state in which power can be supplied from the battery unit 4 to the PS inverter 12 via the contactor 21 (in other words, a state in which the PS motor can be driven). In the OFF state of the contact switch, the power supply to the PS inverter 12 is cut off (in other words, the PS motor cannot be driven). Hereinafter, the relay switch 23 may be referred to as a PS activation relay switch 23.

  The relay switch 24 is a relay switch for starting an AC motor, and its contact switch is connected to the AC inverter 13.

  In this case, when the contact switch of the relay switch 24 is in the ON state, power can be supplied from the battery unit 4 to the AC inverter 13 via the contactor 21 (in other words, the AC motor can be driven). In the OFF state of the contact switch, the supply of power to the AC inverter 13 is cut off (in other words, the AC motor cannot be driven). Hereinafter, the relay switch 24 may be referred to as an AC activation first relay switch 24.

  The relay switch 25 is a relay switch for on / off control of the first AC activation relay switch 24. The contact switch is connected to the AC magnet switch 13a via the coil of the first AC activation relay switch 24. It is connected. The AC magnet switch 13a is supplied with power from the auxiliary battery 15 or the voltage converter 9, and is turned on when the compressor of the air conditioner unit 6 is operated, and is turned off when the compressor is stopped. .

  When both the contact switch of the relay switch 25 and the AC magnet switch 13a are in the on state (that is, the compressor of the air conditioner unit 6 in the situation where the contact switch of the relay switch 25 is in the on state). During operation), the coil of the AC starting first relay switch 24 is energized from the auxiliary battery 15 or the voltage converter 9 via the AC magnet switch 13a, and consequently the contact point of the AC starting first relay switch 24. The switch turns on.

  Further, when one of the contact switch of the relay switch 25 and the AC magnet switch 13a is in an OFF state, the energization of the coil of the first relay switch 24 for AC activation is cut off, and as a result, The contact switch of the AC starting first relay switch 24 is turned off. Hereinafter, the relay switch 25 may be referred to as a second relay switch 25 for AC activation.

  The relay switch 26 is a relay switch for starting an air compressor motor, and its contact switch is connected to the air compressor inverter 14 via a pressure switch 14a. The pressure switch 14a is turned off when the pressure of an air tank (not shown) filled with air by an air compressor becomes a high pressure equal to or higher than a first predetermined value, and the pressure is equal to or lower than a second predetermined value (<first predetermined value). This switch is turned on when it is lowered.

  In this case, when both the contact switch of the relay switch 26 and the pressure switch 14a are in the on state, a state in which electric power can be supplied from the capacitor unit 4 to the air compressor inverter 14 via the contactor 21 (in other words, The air compressor motor can be driven). Further, when either one of the contact switch of the relay switch 26 and the pressure switch 14a is in an off state, the supply of electric power to the air compressor inverter 14 is interrupted (in other words, the air compressor motor is turned off). It is not possible to drive. Hereinafter, the relay switch 26 may be referred to as an air compressor activation relay switch 26.

  Supplementally, the relay switches 23, 25, and 26 correspond to auxiliary device starting switch elements in the present invention.

  The relay switch 22 is a relay switch for on / off control of the contact switches of the PS activation relay switch 23, the AC activation second relay switch 25, and the air compressor activation relay switch 26. One end of the contact switch of this relay switch 22 is connected to the positive electrode of the auxiliary battery 15 (or the positive electrode on the output side of the voltage converter 9), and the other end of the contact switch is connected to the PS activation relay switch 23 and AC activation. The coils of the second relay switch 25 and the air compressor starting relay switch 26 are connected in parallel.

  Accordingly, when the contact switch of the relay switch 22 is in the ON state, the PS starting relay switch 23, the AC starting second relay switch 25, and the air compressor starting relay switch 26 from the auxiliary battery 15 or the voltage converter 9, respectively. These coils are energized all at once, and as a result, the contact switches of the PS activation relay switch 23, the AC activation second relay switch 25, and the air compressor activation relay switch 26 are simultaneously turned on.

  When the contact switch of the relay switch 22 is in the OFF state, the energization of the coils of the PS activation relay switch 23, the AC activation second relay switch 25, and the air compressor activation relay switch 26 is interrupted all at once. The contact switches of the PS activation relay switch 23, the AC activation second relay switch 25, and the air compressor activation relay switch 26 are simultaneously turned off.

  The coil of the relay switch 22 has one end connected to the auxiliary battery 15 (or the output side of the voltage converter 9) and the other end connected to the control unit 30. In this case, the control unit 30 is configured to control the energization of the coil of the relay switch 22. By this energization control, it is possible to control ON / OFF of the contact switch of the relay switch 22.

  Supplementally, the relay switch 22 corresponds to the auxiliary device activation control switch element in the present invention. Hereinafter, the relay switch 22 may be referred to as an auxiliary machine activation control relay switch 22.

  Next, the operation at the start of the vehicle A1 will be described. When the driving switch 32 is operated from the “OFF” position to the “ACC” position by the driver of the vehicle A1, the control unit 30 and each capacitor monitor unit are activated.

  When the operation switch 32 is further operated to the “IG” position, the control unit 30 confirms that no leakage has occurred in each capacitor 4a due to communication with each capacitor monitor unit (leakage detection for each capacitor 4a). After confirming that the occurrence of electric leakage is not detected by the storage device 4c, the storage device unit 4 is instructed to start the storage device unit 4. At this time, each storage battery monitor unit controls each switch element 4b from the off state to the on state. Thereby, the capacitor unit 4 is in a state in which power can be output from each capacitor 4a to the contactor 21 side.

  In this state, the output voltage of the capacitor unit 4 is input to the voltage converter 9. Therefore, the voltage converter 9 is in a state where it can output a voltage obtained by stepping down the output voltage of the battery unit 4 (≈the voltage of the auxiliary battery 15).

  When the operation switch 32 is further operated to the “STA” position, the control unit 30 energizes the respective coils of the relay switch 21c on the negative side of the contactor 21 and the relay switch 21b for precharging, so that the relay switch The contact switches 21c and 21b are controlled from the off state to the on state.

  As a result, electric power is supplied from the battery unit 4 to the traveling inverter 11, and the capacitor 11 a of the traveling inverter 11 is charged via the resistance element 21 d of the contactor 21. In this case, since the capacitor 11a is charged via the resistance element 21d, an instantaneously large current (so-called inrush current) is prevented from flowing instantaneously from the battery unit 4 to the traveling inverter 11.

  When the charging of the capacitor 11a is completed (or almost completed) after the supply of power from the battery unit 4 to the traveling inverter 11 is started as described above, the control unit 30 next selects the positive electrode of the contactor 21. By energizing the coil of the relay switch 21a on the side, the contact switch of the relay switch 21a is controlled from the off state to the on state. Further, the control unit 30 controls the contact switch of the relay switch 21b from the on state to the off state by interrupting energization to the coil of the precharge relay switch 21b.

  The timing at which the charging of the capacitor 11a is completed (or almost completed) is, for example, the timing at which the detected value of the charging voltage of the capacitor 11a becomes a predetermined value or more, or the detected value of the charging current of the capacitor 11a (or The timing at which the detected value of the voltage of the resistance element 21d falls below a predetermined value, or a predetermined time (the time required for charging the capacitor 11a) that has been set in advance after the power supply to the traveling inverter 11 is started. The timing at which a preset time) elapses can be adopted.

  After controlling the contact switch of the relay switch 21a from the OFF state to the ON state as described above, the control unit 30 detects the occurrence of the leakage in the current path between the battery unit 4 and the traveling inverter 11 by detecting the leakage. It detects via the device 11b. When the occurrence of the leakage is not detected (when the leakage detector 11b confirms that the leakage has not occurred), the control unit 30 controls the contact switch of the relay switch 21a to be in the ON state. After that, when a predetermined time (for example, 3 seconds) has elapsed, the coil of the auxiliary device activation control relay switch 22 is energized to change the contact switch of the relay switch 22 from the OFF state to the ON state. Control.

  Here, the predetermined time is a time set in advance so that the detection of the occurrence of leakage by the leakage detector 11b can be completed within that time.

  Therefore, it is detected that the charging of the capacitor 11a of the traveling inverter 11 has been completed (or almost completed) and no leakage has occurred in the current path between the battery unit 4 and the traveling inverter 11. At the timing after confirmation by the device 11b, the contact switch of the auxiliary machine activation control relay switch 22 is controlled to be in the ON state.

  If the occurrence of leakage is detected by the leakage detector 11b within the predetermined time, the control unit 30 does not control the contact switch of the auxiliary device activation control relay switch 22 to be in the ON state, and the contactor The contact switches of the 21 relay switches 21a and 21c are controlled to be turned off.

  Supplementally, in this embodiment, after the start of power supply to the inverter 11 for traveling, the total time of the time until the charging of the capacitor 11a is completed and the predetermined time is the predetermined delay time in the present invention. Equivalent to.

  In this embodiment, the auxiliary machine activation control relay switch 22 is a relay switch in which the contact switch is immediately turned on in response to energization of the coil. However, as the auxiliary machine activation control relay switch 22, For example, a relay switch with a delay timer function (a relay switch in which the contact switch is turned on at a timing delayed for a predetermined time after energizing the coil) can be used.

  In this case, for example, the coil of the auxiliary machine activation control relay switch with the delay timer function and the coil of the relay switch 21a of the contactor 21 are connected in parallel, and the coil of the auxiliary machine activation control relay switch with the delay timer function is connected. Alternatively, the coil of the relay switch 21a may be energized at the same time. In such a case, after the contact switch of the relay switch 21a is turned on, the contact switch of the auxiliary machine activation control relay switch is turned on when the delay time of the auxiliary machine activation control relay switch elapses. Become.

  Further, the delay time of the auxiliary machine start-up control relay switch with a delay timer function is set such that the time required for charging the capacitor 11a of the traveling inverter 11 and the time required for detecting the occurrence of leakage by the leakage detector 11b. If the combined time can be set, the coil of the auxiliary machine activation control relay switch with the delay timer function and the coil of the relay switch 21b for precharge of the contactor 21 are connected in parallel to provide the delay timer function. The coil of the auxiliary device activation control relay switch and the coil of the relay switch 21b may be energized simultaneously. In such a case, after the contact switch of the relay switch 21b is turned on, the contact switch of the relay switch for auxiliary machine activation control is turned on when the delay time of the relay switch for auxiliary machine activation control elapses. Become.

  By turning on the contact switch of the relay switch 21a of the contactor 21 as described above, power can be supplied from the battery unit 4 to the traveling inverter 11 without passing through the resistance element 21d. In this state, according to the operation of the accelerator pedal of the vehicle A1, power is supplied to the traveling motor 2 through the traveling inverter 11, and the power running operation of the traveling motor 2 (and thus traveling of the vehicle A1) is performed.

  In addition, by turning on the contact switch of the auxiliary machine activation control relay switch 22, the auxiliary battery 15 or the voltage converter 9 passes through the contact switch of the auxiliary machine activation control relay switch 22 to the PS. The coils of the activation relay switch 23, the AC activation second relay switch 25, and the air compressor activation relay switch 26 are energized simultaneously. As a result, the contact switches of the PS activation relay switch 23, the AC activation second relay switch 25, and the air compressor activation relay switch 26 are simultaneously turned on.

  For this reason, power is supplied from the battery unit 4 to the PS inverter 12 via the contactor 21. As a result, it becomes possible to drive the PS motor in accordance with the steering operation of the vehicle A1.

  Further, when the AC magnet switch 13 a is in the ON state, power is supplied from the battery unit 4 to the AC inverter 13 via the contactor 21. As a result, the operation of the compressor of the air conditioner unit 6 by the AC motor (and thus the air conditioning operation of the air conditioner unit 6) can be performed.

  In the ON state of the pressure switch 14a, electric power is supplied from the battery unit 4 to the air compressor inverter 14 via the contactor 21. As a result, the compressor of the air compressor unit 7 can be operated by the air compressor motor.

  Therefore, the power supply of the PS motor, AC motor, or air compressor motor as an electric auxiliary machine is completed or almost completed when the capacitor 11a of the traveling inverter 11 is completely charged, and the capacitor unit 4 and the traveling inverter are used. 11 is started in a state after the leakage detector 11b confirms that no leakage has occurred in the current path between the first and second current paths.

  For this reason, in the state where the capacitor 11a of the driving inverter 11 is not sufficiently charged (precharge) or the detection of the occurrence of leakage by the leakage detector 11b is not completed, the electric power storage unit 4 can Electric power is not supplied to the machine (PS motor, AC motor, or air compressor motor).

  Therefore, after the power supply from the battery unit 4 to the driving inverter 11 is started, the charging of the capacitor 11a of the driving inverter 11 can be completed quickly, and the leakage detection is erroneously detected by the leakage detector 11b. Is prevented. As a result, the vehicle A1 can be started smoothly.

  Further, according to the present embodiment, the timing for controlling the contact switch of the auxiliary machine activation control relay switch 22 to be turned on is delayed as described above, so that the PS motor, the AC motor, and the air compressor motor can be controlled. The timing at which power can be supplied can be delayed collectively. For this reason, the circuit configuration for the delay can be simplified.

  Further, the auxiliary machine activation control relay switch 22 and the control unit 30 can be used even when the plurality of electric auxiliary machines include electric auxiliary machines other than the PS motor, the AC motor, and the air compressor motor. For this reason, the auxiliary machine starting control relay switch 22 and the control unit 30 can be used not only for the vehicle A1 described in the present embodiment but also for various types of modified electric vehicles. As a result, the production cost of the control unit 10 can be reduced.

  In this case, for example, a circuit formed by modularizing circuit elements other than the relay switches 23 to 26 in the control unit 10 and connecting the relay switches 23 to 26 for electric auxiliary machines to each other is shown in FIG. It is also possible to connect to the auxiliary machine activation control relay switch 22 via the connector 40 as indicated by a dotted line.

  In this case, the control unit 10 for various types of modified electric vehicles can be easily changed by changing the circuit of the relay switch for the electric auxiliary machine connected to the relay switch 22 for starting the auxiliary machine control. Can be produced.

[Second Embodiment]
Next, a second embodiment of the present invention will be described with reference to FIG. The present embodiment is different from the first embodiment only in a part of the configuration. For this reason, in the description of the present embodiment, the description of the same matters as in the first embodiment is omitted.

  In the present embodiment, an AC motor and an air compressor motor are shared by the same electric motor (not shown). In this case, power transmission from the common electric motor (hereinafter referred to as air compressor / AC common motor) to the compressor of the air conditioner unit 6 and power transmission to the air compressor of the air compressor unit 7 are different from each other. This is performed via a power transmission mechanism (not shown).

  Further, the driving of the air compressor by the air compressor / AC common motor and the driving of the compressor of the air conditioner unit 6 are not performed at the same time, and the driving of the compressor of the air conditioner unit 6 is performed in a state where there is no request for driving the air compressor. . Further, when a drive request for the air compressor is generated while the compressor of the air conditioner unit 6 is being driven, the drive of the compressor of the air conditioner unit 6 is interrupted, and the air compressor is driven in this state.

  In this embodiment, as shown in FIG. 3, instead of the AC inverter 13 and the air compressor inverter 14, the common electric motor (hereinafter referred to as an air compressor / AC common motor) is driven. An air compressor / AC common inverter 16 is incorporated.

  In connection with this, in this embodiment, the structure which concerns on the relay switch for auxiliary machines with which the control unit 10 is provided differs from 1st Embodiment. Specifically, in the present embodiment, the control unit 10 includes a relay switch 27 having two contact switches 27 a and 27 b instead of the air compressor activation relay switch 26. The relay switch 27 is a relay switch configured such that one of the contact switches 27a is switched from an on state to an off state by energizing the coil, and the other contact switch 27b is switched from an off state to an on state. is there.

  One contact switch 27a of the relay switch 27 is an air compressor via the contact switch of the relay switch 24 in which a coil is connected to the AC magnet switch 13a and the relay switch 25 described in the first embodiment. / AC common inverter 16 is connected. The other contact switch 27 b of the relay switch 27 is directly connected to the air compressor / AC common inverter 16.

  Therefore, when both the contact switch 27a of the relay switch 27 and the contact switch of the relay switch 25 are in the on state, or when the contact switch 27b of the relay switch 27 is in the on state, the battery unit 4 The electric compressor / AC common inverter 16 can be supplied with electric power via the contactor 21 (in other words, the air compressor / AC common motor can be driven).

  Further, when any one of the contact switches 27a and 27b of the relay switch 27 and the contact switch of the relay switch 25 is in an OFF state, the supply of power to the air compressor / AC common inverter 16 is cut off. (In other words, a state where the air compressor / AC common motor cannot be driven).

  The coil of the relay switch 27 is connected to the contact switch of the auxiliary machine activation control relay switch 22 via the pressure switch 14 a of the air compressor unit 7. Therefore, the contact switch of the auxiliary device activation control relay switch 22 from the auxiliary device battery 15 or the voltage converter 9 when the pressure switch 14a is on (that is, when the air compressor is driven) is connected to the coil of the relay switch 27. It is possible to energize through.

  For this reason, in this embodiment, when the AC magnet switch 13a is turned on with the contact switch of the auxiliary machine activation control relay switch 22 turned on (that is, when the compressor of the air conditioner unit 6 is driven), or When the pressure switch 14a is turned on (that is, when the air compressor is driven), electric power is supplied from the electric storage unit 4 to the air compressor / AC common inverter 16 via the contactor 21.

  The coil of the relay switch 27 may be interposed between the auxiliary machine activation control relay switch 22 and the pressure switch 14a.

  This embodiment is the same as the first embodiment except for the items described above. In the present embodiment, when the operation switch 32 of the vehicle A1 is operated to the “STA” position, after the start of power supply from the battery unit 4 to the traveling inverter 11, as in the first embodiment, a predetermined value is obtained. After the elapse of the delay time (the leakage detector 11b confirms that the charging of the capacitor 11a is completed or almost completed and that no leakage has occurred in the current path between the battery unit 4 and the traveling inverter 11). After that, the contact switch of the auxiliary machine activation control relay switch 22 is controlled from the OFF state to the ON state. As a result, power can be supplied from the electric storage unit 4 to the air compressor / AC common inverter 16 and the PS inverter 12 via the contactor 21.

  Accordingly, as in the first embodiment, after the start of power feeding from the battery unit 4 to the traveling inverter 11, the charging of the capacitor 11a of the traveling inverter 11 can be completed quickly, and the leakage detector 11b can It is prevented that a leak is erroneously detected. As a result, the vehicle A1 can be started smoothly.

  Also, the timing at which power can be supplied to the PS motor and the air compressor / AC common motor when the vehicle A1 is started by controlling the contact switch of the auxiliary device activation control relay switch 22 is integrated as in the first embodiment. Therefore, the circuit configuration for the delay can be simplified.

  Furthermore, since the auxiliary machine activation control relay switch 22 and the control unit 30 can be used for various types of modified electric vehicles, the manufacturing cost of the control unit 10 can be reduced.

  Similarly to the case of the first embodiment, a circuit formed by connecting relay switches 23, 24, 25, and 27 for starting the electric auxiliary machine to each other is shown in FIG. It is also possible to connect to the auxiliary machine activation control relay switch 22 via

  As in the case of the first embodiment, a relay switch with a delay timer function may be used as the auxiliary machine activation control relay switch.

[Modification]
Next, some modifications of each embodiment described above will be described. In each of the above embodiments, the control unit 30 has a function as a contactor control unit and a function as an auxiliary machine activation control unit. However, the contactor control unit and the auxiliary machine activation control unit are separately provided. You may be comprised by the device of.

  Moreover, in each said embodiment, you may use a semiconductor switch element instead of each of the said relay switches 22-27, for example.

  In each of the above-described embodiments, the vehicle A1 including the PS motor, the AC motor, and the air compressor motor as the electric auxiliary machine, or the vehicle A1 including the PS motor and the air compressor / AC common motor is illustrated. The present invention can also be applied to a modified electric vehicle that does not include some of these electric auxiliary machines, or a modified electric vehicle that includes an electric auxiliary machine other than these electric auxiliary machines.

  Moreover, in each said embodiment, it is also possible to supply electric power from the electrical storage unit 4 to an electric auxiliary machine via a voltage converter (DC / DC converter).

A1: Remodeled electric vehicle, 1a ... Passenger boarding room, 1b ... Cargo bed, 2 ... Electric motor for traveling, 4 ... Electric storage unit, 11 ... Inverter, 11a ... Capacitor, 11b ... Electric leakage detector, 9 ... Voltage converter, DESCRIPTION OF SYMBOLS 10 ... Control unit, 15 ... Capacitor for auxiliary machines, 21 ... Contactor, 22 ... Relay switch (switch element for auxiliary machine starting control), 23, 25, 26 ... Relay switch (switching element for auxiliary machine starting).

A control unit for a modified electric vehicle of the present invention is a control unit mounted on a modified electric vehicle manufactured by modifying a non-electric vehicle in order to achieve the above object,
An electric current path between an inverter for an electric motor mounted on the modified electric vehicle as a power source of the modified electric vehicle and a capacitor unit mounted on the modified electric vehicle as a power source of the electric motor. A contactor control unit for controlling the contactor mounted;
A plurality of switching elements for starting a plurality of electric auxiliary machines mounted on the modified electric vehicle, and lowering the output voltage of the auxiliary capacitor and the capacitor unit, which is a power source having a lower voltage than the capacitor unit. A plurality of auxiliary device activation switch elements that operate in a state in which the corresponding electric auxiliary devices can be activated in response to power feeding from at least one of the voltage converters that output the voltage,
A switching element interposed in a current path between the auxiliary capacitor and the voltage converter and the auxiliary starting switch elements, and the auxiliary capacitor and the voltage in an on state. An auxiliary machine activation control switch element connected to the plural auxiliary machine activation switch elements so that power can be supplied from at least one of the converters to the plural auxiliary machine activation switch elements;
When the contactor is controlled by the contactor control unit so that power supply from the battery unit to the inverter is started when the modified electric vehicle is started, a predetermined delay time from the start timing of power supply to the inverter is obtained. An auxiliary machine activation control unit for controlling the auxiliary machine activation control switch element from an off state to an on state after the passage ,
The modified electric vehicle is equipped with a leakage detector that detects the presence or absence of leakage in the current path between the battery unit and the inverter.
The timing at which the auxiliary machine activation control unit controls the auxiliary machine activation control switch element from the OFF state to the ON state is after charging of the capacitor provided in the inverter is completed by supplying power from the capacitor unit to the inverter. It is a timing and is a timing after it is confirmed by the leak detector that the leakage has not occurred after the start of power supply to the inverter (first invention).

Furthermore, in the present invention, a leakage detector that detects whether or not leakage has occurred in the current path between the power storage unit and the inverter is mounted on the modified electric vehicle, and the auxiliary machine activation control unit However, the timing for controlling the auxiliary device activation control switch element from the OFF state to the ON state is a timing after the completion of charging of the capacitor provided in the inverter by supplying power from the capacitor unit to the inverter , and After the start of power supply to the inverter, the timing after the leakage detector has confirmed that the leakage has not occurred .

The state of "charge completion" before Symbol capacitor means a state in which the capacitor is charged from the capacitor unit to the state charging current becomes zero or sufficiently small to said capacitor.

Pressurized forte, before feeding to the electric auxiliary machine is started, since it is possible to detect the occurrence of the electric leakage by the leak detector, to said earth leakage does not actually occur, the It is possible to prevent the occurrence of leakage from being erroneously detected by the leakage detector. As a result, normal starting of the modified electric vehicle can be performed smoothly.

The modified electric vehicle according to the present invention is characterized in that the modified electric vehicle control unit according to the first aspect of the present invention is mounted in a gap between an occupant passenger compartment and a subsequent cargo bed (first). 2 invention).

According to this , the said control unit can be arrange | positioned effectively using the said clearance gap as an empty space of the vehicle before remodeling. Further, it is possible to prevent other objects from colliding with the control unit, and to protect the control unit.

Claims (4)

A control unit mounted on a modified electric vehicle produced by modifying a non-electric vehicle,
An electric current path between an inverter for an electric motor mounted on the modified electric vehicle as a power source of the modified electric vehicle and a capacitor unit mounted on the modified electric vehicle as a power source of the electric motor. A contactor control unit for controlling the contactor mounted;
A plurality of switching elements for starting a plurality of electric auxiliary machines mounted on the modified electric vehicle, and lowering the output voltage of the auxiliary capacitor and the capacitor unit, which is a power source having a lower voltage than the capacitor unit. A plurality of auxiliary device activation switch elements that operate in a state in which the corresponding electric auxiliary devices can be activated in response to power feeding from at least one of the voltage converters that output the voltage,
A switching element interposed in a current path between the auxiliary capacitor and the voltage converter and the auxiliary starting switch elements, and the auxiliary capacitor and the voltage in an on state. An auxiliary machine activation control switch element connected to the plural auxiliary machine activation switch elements so that power can be supplied from at least one of the converters to the plural auxiliary machine activation switch elements;
When the contactor is controlled by the contactor control unit so that power supply from the battery unit to the inverter is started when the modified electric vehicle is started, a predetermined delay time from the start timing of power supply to the inverter is obtained. A modified electric vehicle control unit, comprising: an auxiliary machine activation control unit that controls the auxiliary machine activation control switch element from an off state to an on state after the passage. The control unit for a modified electric vehicle according to claim 1,
The timing at which the auxiliary machine activation control unit controls the auxiliary machine activation control switch element from the OFF state to the ON state is after charging of the capacitor provided in the inverter is completed by supplying power from the capacitor unit to the inverter. A control unit for a modified electric vehicle characterized by timing. The control unit for a modified electric vehicle according to claim 1,
The modified electric vehicle is equipped with a leakage detector that detects the presence or absence of leakage in the current path between the battery unit and the inverter.
The timing at which the auxiliary machine activation control unit controls the auxiliary machine activation control switch element from the OFF state to the ON state is after charging of the capacitor provided in the inverter is completed by supplying power from the capacitor unit to the inverter. A modified electric vehicle control unit, characterized in that the timing is a timing after the leakage detector has confirmed that the leakage has not occurred after the start of power supply to the inverter. A modified electric vehicle, wherein the modified electric vehicle control unit according to any one of claims 1 to 3 is mounted in a gap between an occupant passenger compartment and a subsequent cargo bed.