JPS5821483B2 - electric car control device - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to an electric vehicle control device, and more particularly to an electric vehicle control device suitable for application to a system in which a camshaft is used to speed up the resistance short circuit response time.

Figure 1) shows the main circuit diagram of a conventional electric vehicle, and Figure 2 shows its control circuit diagram. , 4 is the main motor field, 5a is the main circuit reversing device, 5b is the control circuit reversing device, 6 is the main resistor, 7a is the main earthing switch, 7b is the auxiliary earthing switch, 8 is the main controller, 9 is a connection box, 10 is a camshaft, F is a protective fuse, SR is a series resistor, Nv
Ry ('! No-voltage detection relay, R1 to R2 are resistance short-circuit contactors, CLRy is current-limiting relay, CM is cam motor armature, CMF is cam motor field, 5CRy is short-circuit relay, L
l indicates a current interrupter.

With this configuration, when starting the electric vehicle, the main controller 8 is advanced to the "1" or "2" position.

The contact points of the master controller 8 pressurize the wires #1 and #2.

■The solenoid valve for the current circuit breaker L1 is energized by the pressurization of the wire, the current circuit breaker L1 is turned on, and the electric car is started.

Of course, at this time, the contacts of the relay NVRy for no-voltage detection are “
Needless to say, it is in a "closed" state.

■ When the wire is pressurized and current limiting relay CL Ry closes its contacts (2b-2c), ■ wire - contact of camshaft 10 - a contact 2a of current breaker L1 - current limiting relay CLRy
Contact 2b12c - Short circuit relay 5CRy - Earth 100
The short-circuit relay 5CRy is energized through the path a, and its contacts 101-101a are closed, and the armature CM of the cam motor
is energized, the motor rotates, and the camshaft 10 is rotated from 51 to s5.
Advance to the position.

As the camshaft 10 advances from s1 to s5, in the main circuit, the main resistors 6 for starting are sequentially shorted by the resistance shorting contactors R1 to R4, and at the position s5, all resistors 6 are shorted. The state will be as follows.

To explain the operation of the current limiting relay CLRV,
This current limiting relay CLRy opens its contacts 2b-2e if the main circuit current is larger than the preset current value, and conversely opens its contacts 2b-2C if the main circuit current is smaller than the set current value. close.

Therefore, if the main circuit current is zero, the current limiting relay CL
Of course, the cam electric motor/motor rotates continuously while Ry remains closed, and the cam shaft 10 is advanced to the 35th position.

Let us now consider a case where the overhead line voltage has disappeared due to the operation of a circuit breaker at a substation.

If you operate the main controller 8 to start the train without noticing that there is no overhead line voltage, current breaker L1 will close unless there is something to prevent it from closing, and there will be no overhead line voltage. Therefore, the main circuit current does not flow and the current limiting relay CLRy
Since the contacts remain closed, the camshaft 10
It will advance to the 5th position.

That is, in the main circuit, the current interrupter L1 is closed, and the main resistors 6 for starting are all short-circuited by the resistance shorting contactors R1=R4.

In such a situation, when the overhead line voltage is restored, an excessive current will flow through the main circuit, potentially damaging equipment or injuring passengers due to excessive shock.

In order to eliminate this inconvenience, a non-voltage detection relay NVRV is provided, which prevents the disconnector L1 from closing unless there is voltage on the overhead line.

3. By the way, this no-voltage detection relay NVRy requires a protective fuse F and a series resistor SR as accessory equipment.

This protective fuse F is generally used as a no-voltage detection relay N.
It will be installed separately from the VRy storage box, and wiring for equipment will be added.

In addition, since the straight 3 dynamic resistance SR is always connected to the overhead line, it has a large capacity and poses a maintenance risk.

Furthermore, in the conventional circuit configuration described above, the camshaft 10 is
Even if the starting resistance is large in the position 1 to s2 and there will be no problem even if the φ overhead line voltage is reapplied, if the overhead line becomes no-voltage state such as when the pantograph leaves the wire, the current breaker L1
Since the camshaft 10 has to be turned off, the camshaft 10 is advanced from s2 to s5 to s1 positions, and then re-engaged after returning to the s1 position, there is a problem that the operation is wasteful and inefficient.

Therefore, an object of the present invention is to eliminate the drawbacks of the above-mentioned prior art, eliminate the protective fuse and series resistor connected in series with a no-voltage detection relay, realize a smaller and lighter device, improve security, and achieve even more efficient operation. Our goal is to provide an electric vehicle control device that makes this possible.

The present invention detects the current value of the main circuit instead of performing no-voltage detection of the overhead wire voltage, and when the current value is below a predetermined value, for example, close to zero, it is determined that there is no pressurization, and the notch progresses. The present invention provides an electric vehicle control device that prepares for repressurization with sufficient series resistance by not advancing the stage beyond the scheduled stage, thereby reducing the size and weight of the device and ensuring the safety of main circuit equipment, etc. be.

The electric vehicle control device of the present invention will be explained in more detail below with reference to the drawings.

FIG. 3 is a main circuit configuration diagram of an electric vehicle to which an electric vehicle control device according to an embodiment of the present invention is applied, and FIG. 4 is a control circuit configuration diagram thereof.

Throughout each figure, parts with the same numbers as those in the circuits shown in the 1st and 2nd diagrams indicate corresponding parts, and CRy indicates a current detection relay.

The current detection relay CRy is added to the negative side of the current limiting relay CLRY.

The current interrupter L1 is closed regardless of the current detection relay CRY when the camshaft 10 is in the s1 position, and is held independent of the current detection relay CRy even when the camshaft 10 is in the s2 position.

Further, when the camshaft 10 is in the s3 to s5 positions, the current interrupter L1 is held only when the current detection relay CRy is closed.

Now, when line 0 is pressurized by operation of the main controller 8, the flow interrupter L1 is closed.

At this time, the solenoid valve for the current interrupter L1 is energized via the contact of the camshaft 10 connected in parallel with the contact of the current detection relay CRy, but this point is different in operation from the conventional circuit shown in the second diagram. It is.

The camshaft contact connected in parallel with the current detection relay CRy contact is extended to s2, but the position of this camshaft contact is such that even when the overhead wire is re-pressurized, the current value is mainly limited by the main resistor 6 for starting. It is selected at a position where the resistance value is as small as possible, for example below the rated current of the main motor, so as not to damage the electric motor etc.

Next, the wire No. 0 is energized and the notch is advanced by the current limiting relay CLRy, which is exactly the same as in the case of the configuration shown in FIGS. 1 and 2.

Now, when the overhead wire is no longer pressurized, the current flowing through the main circuit naturally stops, and the current detection relay CRy also turns OFF.

At this time, if the camshaft 10 is between positions s1 and s2,
The gear advances to s2, but does not advance to 53 or higher, and the flow interrupter L1 continues to be held by the camshaft contact.

When the camshaft 10 has already advanced to the s3 to s5 positions, the current detection relay CRy contact turns off the current interrupter L1.
This enables protection during repressurization of overhead wires.

The above configuration eliminates the need for conventionally used non-voltage relays, protective fuses, series resistors, etc.
Instead, it is possible to achieve the same purpose with only a current detection relay, which is structurally almost the same as a non-voltage relay, and also prevents the subsequent stage progression at the large notch of the main starting resistor, preventing overcurrent. This eliminates the fear of

This also provides the advantage that unnecessary circuit OFF is not performed.

In addition, in the case of the above embodiment in which the current detection means of the present invention is inserted in the part closest to the ground side of the main circuit, if a disconnection of the main resistor or a grounding accident of the main motor occurs, the current detection means will be detected. Since current no longer flows through the relay, it can be detected and protected.

. Furthermore, control devices equipped with a dynamic brake are usually equipped with a dynamic brake current detector for switching control with the air brake, but if this relay is used, a new current detection relay must be installed. There isn't.

That is, in a control device with a dynamic brake, a circuit for detecting no voltage can be completely removed.

As described above, according to the present invention, it is possible to simplify the configuration by omitting protective fuses and series resistors, improve efficiency by eliminating unnecessary operations of the device, and improve protection. It is possible to obtain a new electric vehicle control device that can expand the range.

In the above embodiment, the case where a contact type relay is used is illustrated, but it goes without saying that the same effect can be obtained by using a non-contact device such as the DCCT1 magnetic amplifier, and the reliability is also improved. Better results can be expected in terms of performance and durability.

[Brief explanation of the drawing]

FIG. 1 is a main circuit configuration diagram of a conventional electric vehicle, FIG. 2 is a control circuit configuration diagram for the circuit shown in the first diagram, and FIG. 3 is an electric vehicle to which an electric vehicle control device according to an embodiment of the present invention is applied. FIG. 4 is a control circuit diagram for the circuit shown in FIG. 3. Explanation of symbols, 3...Main motor armature, 4...
...Main motor field, 10...Camshaft, Ll ・
... Current breaker, CLRY ... Current limiting relay,
CRy...Current detection relay, 5CRy...
...Short circuit relay.

Claims (1)

[Scope of Claims] 1. Current detection means for detecting the current in the main motor circuit of an electric vehicle, 7-Sochi control means for short-circuiting a main resistor inserted in series in the main motor circuit, and the main motor circuit. An electric vehicle control device comprising a means for opening and closing a notch, the electric vehicle control device comprising means for preventing the notch from advancing beyond a predetermined stage when the output of the current detecting means is below a predetermined value. 2. Equipped with current detection means for detecting the current in the main motor circuit of the electric vehicle, notch control means for short-circuiting the main resistor inserted in series in the main motor circuit, and means for opening and closing the main motor circuit. wherein the notch is advanced beyond the scheduled stage when the output of the current detection means is below a predetermined value; The electric vehicle control device further comprises means for opening the main electric machine circuit when the output of the current detecting means is equal to or less than the predetermined value.