JPS6018161B2 - Electric car brake device - Google Patents

Description

[Detailed Description of the Invention] [Technical Field of the Invention] The present invention relates to a brake system for an electric vehicle, which particularly enables smooth running, and also allows the electric vehicle to start without backing up when starting on a slope. It is something.

[Prior art]

A conventional electric vehicle brake device of this type is shown in FIG.

1 is a one-handle main controller (hereinafter referred to as the main controller)
By operating one handle, a power running command and a brake command are given to the power running circuit 2 and the brake drive circuit 3, respectively.

In the configuration shown in FIG. 1, when the electric vehicle applies the electric brake and stops on a slope and then attempts to power run, the master controller 1 first turns off the brake command to the brake drive circuit 3, and then A power running command is sent to the power running circuit 2 by switching the handle to the notch.

However, at this time, after a power running command is given to the power running circuit 2, a switching operation is performed to switch from the brake drive circuit 3 to the power running circuit 2. It takes about 0.3 to 3 seconds. Therefore, until this conversion is completed, the braking force applied to the electric vehicle will be zero. Therefore, the time required for the conversion to complete as described above and the time required for the power running circuit 2 to generate a starting torque large enough to overcome the gradient in the electric vehicle (
If it is a resistance cam type, the time required to advance several steps)
There is a problem with the electric car moving backwards due to the gravitational force of the slope.

In order to solve such problems, conventional measures have been taken as shown in FIG.

That is, a manual brake switch 4 is provided, and when the handle of the main controller 1 is operated to the power running notch, the switch 4 is also pressed at the same time, so that a brake command is continuously given to the brake drive circuit 3, and in this state, a brake command is continuously given to the brake drive circuit 3. When a starting torque large enough to overcome the gradient is generated, the operation of switch 4 is stopped and the brake is released. According to the conventional configuration shown in FIG. 2, when starting the electric vehicle, the driver has to judge whether the operating time of the switch 4 is appropriate or not, and the switch 4 is different from the handle operation of the main controller 1. There are some problems that make driving operations complicated, such as requiring separate operations.

In order to solve this problem, a configuration as shown in FIG. 3 can be considered.

That is, a brake command time-limited off circuit (hereinafter referred to as a time-limited off circuit) 6 is provided for the brake device 3, and this time-limited off circuit 6 is controlled by a speed detection device 8 that sends out a speed detection output based on the output of a speed generator 7. However, the speed of the electric car is zero or below a certain speed limit (e.g. 3 speeds/h).
(below), the brake drive circuit 3 is instructed to apply a braking force sufficient to prevent the vehicle from moving backward on the slope. In the configuration shown in FIG. 3, when starting the electric vehicle, a power running command is given from the main controller 1 to the power running circuit 2, and at the same time, the time-limited OFF circuit 6 is triggered by this power running command. At this time, the time limit off circuit 6 determines that the speed of the electric vehicle is below the speed limit (in this case, 3 k/h or less) until the time limit (for example, set to about 3 seconds) has elapsed. The brake is applied by the brake drive circuit 3 under the condition that: However, normally, starting torque is generated within a time limit of about 3 seconds after a power running command is given, and therefore, after this time limit has elapsed, there is no brake command from the time limit OFF circuit 6 to the brake drive circuit 3. -If this happens, electric cars will be able to start immediately with the starting torque to overcome gradients.

As described above, according to the configuration shown in FIG. 3, when the electric vehicle is on a slope, it is possible to start the electric vehicle without backing up.
For example, when driving in a yard with no slope, power running "1"
Even when it is desired to drive the vehicle at the "off" notch (operating at low speed by repeatedly switching between "1" and "1" and "touch"), the time-limited off circuit 6 operates in the same manner and the brakes are applied. . [Summary of the Invention] The present invention has been made in view of the above-mentioned points, and the present invention has been made in view of the above-mentioned points.The present invention has been made in view of the above-mentioned points. This paper proposes an electric vehicle braking system that operates the brake drive circuit when starting on a railway track, thereby ensuring smooth creeping operation and reliably preventing backing up when starting on a sloped track. be.

[Embodiment of the Invention] An embodiment of the present invention will be described below with reference to FIG.

FIG. 4 shows the overall circuit diagram of this embodiment, and in the same figure,
A power running circuit 2 that drives the electric vehicle; a brake drive circuit 3 that stops the electric vehicle; a power running command is sent to the power running circuit 2 by switching the power running notch; and the brake drive circuit 3 is configured by switching the brake notch. A main controller 1 sends out a brake command to the main controller 1, and an operation command is sent to the brake drive circuit 3 based on the power running command output by the main controller 1, provided that the traveling speed of the electric vehicle is below a predetermined value. A timed off circuit 6 prevents the sending of the operation command of the timed off circuit 6 when the power running/notch of the master controller 1 is at a low speed/touch, and prevents the sending of an operation command for the timed off circuit 6 when the power running notch is at a high speed/touch. The switching circuit 13 allows the transmission of the operation command in certain cases. The main controller 1 has notches "1" to "4" for controlling four stages of power running from "off"/on, and also has a brake 5.
It has "1" to "5" notches for stage control, and power running and brake power supplies 11A and 118 are connected to these notches.
is connected. The first contact (hereinafter referred to as the first power running contact) for generating a power running command grows from "1" to "4"/notches, and the time-limited power running contact grows from "2" to "4" notches (hereinafter referred to as the "first power running contact").
A second power running contact (hereinafter referred to as a second power running contact) is provided. On the other hand, one hundred brake command contacts (hereinafter referred to as brake contacts) ID are provided for each of the brakes "1" to "5". The output obtained at the first power running contact IA is sent as a power running command to the power running circuit 2, and is also given to the time-limited OFF circuit 6 as a trigger signal.

Further, the output obtained at the brake contact 10 is given as a brake command to the brake device 3. In addition, the switching circuit 1 obtained at the second power running contact IB
3 as a command signal. The switching circuit 13 switches the time-limited OFF circuit 6 when the command signal of the first power running contact IA performs a free running operation in a yard or the like by switching between the "off" notch and the "1"/touch line return switching operation. When the operation command signal is blocked to prevent the operation of the brake drive circuit 3, and when the command signal of the power running second contact IB is switched to "2" notch or more and starting operation is performed on a slope etc., A circuit is connected to send an operation command signal of the time-limited off circuit 6 to the brake drive circuit 3, and the brake drive circuit 3 is configured to be operated.

Next, the operation of this embodiment is such that the switching circuit 13 performs a switching operation in response to a command signal from the main controller 1, so that the vehicle can be driven without operating the brake drive circuit 3 during creep driving in a yard or the like. In addition, on railways with slopes, the brake drive circuit 3 is activated to perform starting operation.

In other words, since a large torque is required when starting on a slope, starting is performed at a high notch (e.g. "2" notch or higher) of power running/touch, whereas driving on a campus etc. requires a high torque. This is due to the fact that starting can be carried out at a lower notch (for example, "IJ notch") among the power running notches.In addition to the above embodiment, the present invention can be carried out as shown in FIG. .

FIG. 5 shows an overall circuit of another embodiment of the present invention, and in the figure, the other embodiment has a power running circuit 2, a brake drive circuit 3, a main controller 1, a switching The main controller 1 and the switching circuit 13 are different in structure from the above-mentioned embodiments. The master controller 1 above is in the “off”/off position to power running 4
It has "1" to "4" notches for stage control and "1" to "5"/touch for five stage brake control, and these notches have power running and brake power supply 11.
A and 118 are connected.

A first contact IA for power running and a third contact for brake time-off (hereinafter referred to as the third contact for power running) IC are provided in the notches "1" to "4", and a contact IC is provided in the notches "2" to "4". A second power running contact IB is provided. On the other hand, one brake contact ID is provided for each of the brake notches "1" to "5". The switching circuit 13 is connected in parallel to a first notch relay 14 that is excited based on the output of the third powering contact IC of the master controller 1, and is connected in parallel to the first notch relay 14, and has a second powering contact IB. A second notch relay 15, which is excited based on the output of a normally closed contact 17b and a normally open contact 14a connected in series between the connection point of the slowing circuit 16 and the first notch relay 14 and the power supply side terminal 18, and the brake drive circuit 3. It is configured to include a cutoff circuit 19 connected in series with the time-limited OFF circuit 6.

The cutoff circuit 19 includes a normally closed contact 14b activated by excitation of the first notch relay 14, a second traverse circuit 16' connected in series to the normally closed contact 14b, and a second traverse circuit 16' connected in series to the normally closed contact 14b. 16' and a normally open contact 15a which is connected in parallel to the normally closed contact 14b and is activated by excitation of the second notch relay 15. The output obtained at the first power running contact IA of the main controller 1 is sent as a power running command to the power running circuit 2, and is also given as a trigger signal to the time-limited off circuit 6, and the output obtained at the brake contact ID teeth,
This is given as a braking command to the brake drive circuit 3, and by giving the output of the third power running contact IC to the first notch relay 14 via the traversing circuit 16, the first notch relay is Energize the notch relay 14.

This excitation state is self-maintained by the power supply side terminal 18 via the normally open contact 14a, which is a self-maintaining contact. The normally closed contact 14b of the first notch relay 14 and the second driving circuit 16' connect the time-limited off circuit 6 to the brake drive circuit 3.
As long as the first notch relay 14 is energized, the output from the time-limited OFF circuit 6 to the brake drive circuit 3 is suppressed. Note that the operation of the normally closed contact 14b is similar to that of the loose circuit 1.
In order to prevent the brake drive circuit 3 from operating due to this delay, the second slowing circuit 16' generates a time delay corresponding to the delay time of the slowing circuit 16. This is compensated for and the brake drive circuit 3 is reliably prevented from operating. Furthermore, the output of the brake contact ID of the master controller 1 is given to the brake relay 17, and by connecting its normally closed contact 17b to the self-holding loop of the "1" notch relay 13, the first notch relay 14 is connected when the brake notch is switched. It is designed to release the self-retention.

In the above configuration, if the master controller 1 repeatedly switches between the "1" notch and the "off" notch, as in the case of slow driving in the premises, the first notch relay 14
operates and opens the normally closed contact 14b, so that the brake by the time-limited OFF device 6 is no longer applied.

On the other hand, when starting the electric vehicle on a slope, the main controller 1 selects a higher notch and performs a switching operation to "2" notch or higher in order to obtain a predetermined torque.

At this time, the bush point 14b, which prevents the brake from being applied due to the self-holding of the first notch relay 14, is bypassed by the regular support point 15a of the second notch relay 15, thereby releasing the brake from being applied. . Therefore, immediately after the time limit of the time-limited OFF device 6 has elapsed, the electric vehicle can be started with torque that overcomes the slope without moving backward. If the main controller 1 is switched to the brake side in the above state, the contact 17b of the brake relay 17 releases the self-holding of the first notch relay 14, which returns the machine to its original state and applies the brakes. .

The reason why the traverse circuit 16 is provided is that the main controller 1 is
When switching from ``1'' notch to ``2'' notch, the first /
After the switch relay 14 operates and the contact 14b opens, the second
There is a possibility that there will be a period in which the input to the brake device 3 is interrupted between the operation of the notch relay 15 and the closing of the contact 15a, but this possibility can be eliminated by the vibration circuit 16.

That is, the period during which the input is interrupted is the time due to the difference in excitation operation time that occurs between the first notch relay 14 and the second notch relay 15, and the period in which the input is interrupted is the time due to the difference in excitation operation time that occurs between the first notch relay 14 and the second notch relay 15. This is caused by an error in the operation of the coil.

In addition, in general, relays in the same system are configured so that the A contact operates after the B contact operates, and in the case of this example, the relay contact operates in a different system. Furthermore, an error inevitably occurs at each of these operation points, and this error causes the above-mentioned interrupted period. [Effects of the Invention] As explained above, the present invention prevents the transmission of the operation command of the brake command time limit off circuit when the power running notch of the one-handle master controller is the low speed notch, and also prevents the transmission of the operation command of the brake command time limit off circuit when the power running notch of the one-handle master controller is the high speed notch. Since the configuration is such that a switching operation is performed to allow the transmission of the above-mentioned operation command when Furthermore, the brake drive circuit can be activated when starting the vehicle on a sloped track, which provides smooth creeping operation and the ability to reliably prevent backward movement when starting on a sloped track.

[Brief explanation of the drawing]

1 to 3 are block diagrams showing a conventional electric vehicle brake system, and FIG. 4 is a block diagram of an embodiment of the present invention.
FIG. 5 shows a block diagram of another embodiment of the invention. 1... Wasohasodoru master controller, 2...
・Power running circuit, 3... Brake drive circuit, 6...
... Brake command time limit off circuit, 8 ... Speed detection device, 16 ... Slow movement circuit. Note that the same reference numerals in each figure indicate the same or corresponding parts. Figure 1 Figure 2 Figure 3 Figure 4 Figure 5

Claims (1)

[Scope of Claims] 1. A power running circuit that drives the electric vehicle, a brake drive circuit that stops the electric vehicle, a power running command is sent to the power running circuit by switching the power running notch, and the power running command is sent to the power running circuit by switching the brake notch. Based on the power running command output by the one-handle main controller, on the condition that the one-handle main controller sends a brake command to the brake drive circuit and the running speed of the electric vehicle is below a predetermined value,
In an electric vehicle brake system comprising a brake command time-limited off circuit that sends an operation command to the brake drive circuit, when the power running notch of the one-handle main controller is a low-speed notch, an operation command is issued to the brake command time-limited off circuit. 1. A braking device for an electric vehicle, comprising a switching circuit that prevents the transmission of the operation command and allows the transmission of the operation command when the power running notch is a high-speed notch. 2. The switching circuit is configured to prevent the transmission of the operation command of the brake command time limit OFF circuit when the power running notch of the one-handle main controller is repeatedly switched to the low speed notch. Range 1
Electric vehicle brake device as described in section. 3. The switching circuit includes a first notch relay that is energized when the one-handle main controller is switched to the power running notch, and a first notch relay that is energized when the power running notch is switched from "1" to "2" of the power running notches. The normally closed contact of the first notch relay and the normally open contact of the second notch relay are connected in parallel, and each of the parallel connected contacts is connected to the brake command time limit off circuit and the brake drive. 3. The electric vehicle brake device according to claim 1, wherein the electric vehicle brake device is configured to be connected in series with a circuit. 4. The electric vehicle braking device according to claim 3, wherein the switching circuit is constructed by providing a slowing circuit at the output end of the first notch relay.