KR102621319B1 - Contact control device between pantograph for electric vehicle charging and contact bar - Google Patents

Abstract

In an electric bus, the distance between the pantograph charging contact part and the vehicle's contact bar is used to induce soft contact between the pantograph charging contact part and the contact bar through high-speed lowering and low-speed precise lowering, while reducing contact noise and contact wear while shortening the overall charging time. This relates to a contact control device for a pantograph and a contact bar for charging an electric vehicle, including a pantograph charging device that charges an electric bus through contact with a contact bar mounted on an electric bus to be charged using a downward pantograph, and the pantograph charging device Measure the distance between the top of the electric bus and the contact bar to calculate the distance difference. The calculated distance difference determines the status of the contact bar mounted on the vehicle. If the status of the contact bar is normal, a pantograph dual speed control signal is generated. By controlling the downward movement speed of the pantograph by combining high-speed and low-speed precision control, the overall downward movement time of the pantograph is shortened to shorten the charging time, and the contact noise and wear of the contact area are reduced through soft contact.

Description

Contact control device between pantograph for electric vehicle charging and contact bar}

The present invention relates to a contact control device between a pantograph and a contact bar for charging an electric vehicle. In particular, in an electric vehicle (e.g., an electric bus) that is charged using a pantograph, the distance between the charging contact part of the pantograph and the contact bar of the vehicle is controlled. An electric vehicle charging device that measures accurately and uses the measured distance to combine high-speed descent and low-speed precision descent to induce smooth contact between the pantograph charging contact and the contact bar, while shortening the overall charging time and reducing contact noise and contact wear. It concerns the contact control device of the pantograph and contact bar.

Cars that use fossil fuels such as gasoline or diesel fuel are causing depletion of fossil fuels and global warming problems, and as a result, regulations on carbon dioxide and exhaust gases are being strengthened to protect the environment. As an alternative to this, electric vehicles are gradually being spread, but the distance that can be driven on a single charge is not yet sufficient and the construction of charging infrastructure is slow, acting as an obstacle to the spread of electric vehicles.

In particular, electric buses that run on a set route can sufficiently cover the route with a single charge, so restrictions on the distance that can be driven on a single charge are relatively not a problem, and a charging system can be installed in a garage where electric buses gather. Building charging infrastructure is also relatively easy.

When charging an electric bus using a charging system installed in a garage, there are a charging method that charges by inserting a charger into the charging port of the electric bus, and a charging method that charges through contact.

In particular, the latter is charged using a charging device such as a pantograph.

The charging range of a top-down pantograph charging system is closely related to the height of the vehicle. In particular, the height from the ground to the contact bar on the vehicle roof is the most important factor in determining the range of vehicles that can be charged.

The method used to control the descending distance of a downward pantograph for charging is mainly to descend at a single speed so that the charging contact part of the pantograph comes into contact with the contact part of the vehicle, then descend a certain distance and then stop to maintain the contact pressure.

In this top-down pantograph charging system, when the pantograph charging contact part and the vehicle's contact bar come into contact, they are contacted at the same speed regardless of the distance between the pantograph charging contact part and the contact bar. Therefore, excessive contact noise is generated, which increases the anxiety of passengers in the vehicle and causes excessive It has the disadvantage of causing impact fatigue and wear.

A conventionally proposed technology for an electric vehicle charging system using a pantograph method is disclosed in <Patent Document 1> below.

<Patent Document 1> establishes certain blocks on the route and controls vehicle operation through the movement of those blocks in order to ensure safety and economical and effective power supply for transportation means and facilities such as buses and railways. Block setting, semiconductor devices, etc. Provides power control and vehicle operation control processes through . In particular, in the case of P-GL, block setting is done by vehicle and unit, and is installed on the support of the catenary line (caterline), that is, on the overhead line (auxiliary line for supporting and maintaining overhead lines) or overhead line support poles within the length range of the utility pole, etc. Guide Line, which efficiently supplies electric energy and provides accurate location information of vehicles, and vehicles such as buses to which it is applied have the same functions and effects as railroads on general roads.

However, the above conventional technologies can charge vehicles such as electric buses using the pantograph charging method, but since the pantograph is lowered and brought into contact with the contact bar, excessive contact noise is generated, increasing the anxiety of passengers in the vehicle. It has the disadvantage of causing excessive impact fatigue and wear.

Republic of Korea Public Patent No. 10-2014-0016668 (published on February 10, 2014) (Electric power, cable-free use of buses and other vehicles)

Therefore, the present invention was proposed to solve various problems arising from the electric bus charging method and the prior art using the general top-down pantograph charging system as described above, and is used for electric vehicles (e.g., electric vehicles charging using a pantograph) In an electric bus), the distance between the pantograph charging contact part and the vehicle's contact bar is accurately measured, and the measured distance is used to combine high-speed descent and low-speed precise descent to induce smooth contact between the pantograph charging contact part and the contact bar, while reducing the overall charging time. The purpose is to provide a contact control device for a pantograph and contact bar for electric vehicle charging that reduces contact noise and contact wear while shortening the contact time.

Another object of the present invention is to provide a pantograph for charging an electric vehicle and a contact control device for the contact bar that can accurately recognize the exact position of the contact bar of the vehicle.

In order to achieve the above-described object, the "contact control device of a pantograph and contact bar for electric vehicle charging" according to the present invention,

It includes a pantograph charging device that charges the electric bus through contact with a contact bar mounted on the electric bus to be charged using a top-down pantograph,

The pantograph charging device,

a distance measuring unit that measures the distance between the top of the electric bus and the contact bar and generates first and second distance measurement signals;

The distance difference is calculated using the first and second distance measurement signals generated from the distance measurement unit, the calculated distance difference determines the state of the contact bar mounted on the vehicle, and if there is an abnormality in the state of the contact bar, the contact bar A charging control unit that notifies an abnormal state and generates a pantograph dual speed control signal when the state of the contact bar is normal; and

It is characterized by comprising a pantograph driving unit that controls the downward movement speed of the pantograph according to the pantograph dual speed control signal generated from the charging control unit.

“Contact control device for pantograph and contact bar for electric vehicle charging” according to the present invention,

It is mounted on the electric bus, and acquires vehicle information, transmits it to the pantograph charging device, requests charging, and further includes a vehicle charging device that performs charging under the control of the pantograph charging device.

In the above, the distance measuring unit,

an ultrasonic sensor that transmits ultrasonic waves to a contact bar mounted on top of the electric bus to be charged, measures the distance between the pantograph charging contact part and the contact bar protrusion using reflected ultrasonic waves, and generates a first distance measurement signal; and

It is characterized in that it includes a laser sensor that transmits a laser to the top of the electric bus to be charged, measures the distance between the pantograph charging contact part and the top of the electric bus using the reflected laser signal, and generates a second distance measurement signal.

In the above, the ultrasonic sensor and the laser sensor are installed on the pantograph.

In the above, the pantograph charging device,

a communication module that receives charging-related data transmitted from the vehicle charging device and transmits it to the charging control unit; and

It further includes a communication unit that transmits contact bar abnormal state information generated by the charging control unit to a portable terminal of an electric bus driver or vehicle manager.

In the above, the charging control unit,

an input unit that receives charging-related data and first and second distance measurement signals transmitted from the communication module and the distance measurement unit;

a distance difference calculation unit that calculates a distance difference using the first and second distance measurement signals input through the input unit;

a contact bar state determination unit that determines the state of the contact bar based on the distance difference calculated by the distance difference calculation unit; and

When it is determined that the contact bar is in an abnormal state by the contact bar status determination unit, it is characterized by including a contact bar abnormal status notification unit that generates contact bar abnormal status information and transmits it to the communication unit.

In the above, the contact bar status determination unit compares the calculated distance difference with the preset reference distance difference, determines that the contact bar is in a normal state if the calculated distance difference is within the range of the reference distance difference, and determines that the contact bar is in a normal state and determines the difference between the calculated distance difference and the preset reference distance difference. By comparing the reference distance difference, if the calculated distance difference is outside the range of the reference distance difference, it is determined that the contact bar is in an abnormal state.

In the above, the charging control unit,

When the contact bar status determination unit determines that the contact bar is in a normal state, the lowering speed of the pantograph is controlled by calculating a high-speed lowering speed control signal for high-speed lowering of the pantograph and a low-speed precise lowering speed control signal for low-speed precise lowering. It is characterized in that it includes a pantograph speed control unit.

In the above, the high-speed descent speed control signal is a speed control signal for lowering the pantograph at high speed only a certain distance set before the pantograph charging contact part and the contact bar come into contact, and the low-speed precise descent speed control signal is It is characterized as a speed control signal to induce soft contact when contacted.

According to the present invention, in an electric bus that is charged using a pantograph, the distance between the pantograph charging contact and the vehicle's contact bar is accurately measured, and the measured distance is used to combine high-speed descent and low-speed precision descent to connect the pantograph charging contact. It has the effect of inducing soft contact between the contact bar and reducing contact noise and contact wear while shortening the overall charging time.

In addition, according to the present invention, in an electric bus that is charged using a pantograph, the distance between the pantograph charging contact part and the vehicle's contact bar is accurately measured, and when the contact bar is in an abnormal state using the measured distance, the bus driver Alternatively, it can be transmitted to the bus manager's mobile terminal to prevent charging or malfunctions in advance.

1 is an overall configuration diagram of a contact control device for a pantograph and a contact bar for charging an electric vehicle according to the present invention;
2A and 2B are examples of contact between a pantograph for charging an electric vehicle and a contact bar in the present invention;
Figure 3 is a block diagram of an embodiment of the pantograph charging device in the present invention.

Hereinafter, a contact control device for a pantograph for electric vehicle charging and a contact bar according to a preferred embodiment of the present invention will be described in detail with reference to the attached drawings.

The terms or words used in the present invention described below should not be construed as limited to their usual or dictionary meanings, and the inventor may appropriately define the concept of the term in order to explain his/her invention in the best way. It must be interpreted with meaning and concept consistent with the technical idea of the present invention based on the principle that it can be done.

Therefore, the embodiments described in this specification and the configurations shown in the drawings are only preferred embodiments of the present invention and do not represent the entire technical idea of the present invention, and therefore various equivalents and It should be understood that variations may exist.

Figure 1 is a schematic configuration diagram of a contact control device between a pantograph for charging an electric vehicle and a contact bar according to a preferred embodiment of the present invention, and Figures 2a and 2b are examples of contact between a pantograph for charging an electric vehicle and a contact bar in the present invention, It includes a vehicle charging device 100, a power bank 200, a bridge 300, and a pantograph charging device 400.

The power bank 200 converts the power supplied through the switchboard into charging power and supplies it to the pantograph charging device 400.

The vehicle charging device 100 is mounted on the electric buses 101 to 104, acquires vehicle information, transmits it to the pantograph charging device 400, requests charging, and charges under the control of the pantograph charging device 400. It plays a role in

In the present invention, the pantograph charging device 400 is shown to charge four electric buses 101 - 104, but the present invention is not limited to this, and fewer electric buses can be charged by using one pantograph charging device 400. (1 to 3) or a larger number (e.g., 10 or more) of electric buses can be charged.

The vehicle charging device 100 is installed on the height of the vehicle driver's seat of an electric bus (for example, 103), and is in direct contact with the pantograph charging device 400 to receive charging power and charge the battery. , It includes a vehicle device 120 that obtains vehicle information during charging, transmits it to the pantograph charging device 400, and requests charging.

As shown in FIGS. 2A and 2B, the charging unit 110 is installed on the electric bus 103 and receives charging power through direct contact with the pantograph charging device 400 to charge the battery. This charging unit 110 is individually provided in all electric buses. In FIGS. 2A and 2B, reference numerals 111 and 112 indicate contact bars that receive charging power through direct contact.

The bridge 300 is formed with a moving rail 304 that can move the pantograph charging device 400, so that the pantograph charging device 400 can move freely on the moving rail 304.

The bridge 300 may refer to a building for moving the pantograph charging device 400. The bridge 300 is preferably formed higher than the electric bus charged in a pantograph manner to prevent the electric bus entering or exiting for charging from the bottom of the bridge 300 from colliding with the bridge 300.

The pantograph charging device 400 serves to charge an electric bus through contact with a contact bar (eg, 111, 112) mounted on the electric bus to be charged using a downward pantograph.

As shown in FIG. 3, the pantograph charging device 400 measures the distance between the top of the electric bus 103 and the contact bars 111 and 112 and generates first and second distance measurement signals. Unit 420, calculates the distance difference using the first and second distance measurement signals generated by the distance measurement unit 420, and determines the status of the contact bars 111 and 112 mounted on the vehicle using the calculated distance difference. If there is an abnormality in the state of the contact bars (111, 112), the abnormal state of the contact bars (111, 112) is notified, and if the state of the contact bars (111, 112) is normal, a pantograph dual speed control signal is generated. It includes a charging control unit 440 and a pantograph driving unit 450 that controls the downward movement speed of the pantograph 403 according to the pantograph dual speed control signal generated from the charging control unit 440.

In addition, the pantograph charging device 400 includes a communication module 410 that receives charging-related data transmitted from the vehicle charging device 100 and transmits it to the charging control unit 440, and a contact generated in the charging control unit 440. It may further include a communication unit 460 that transmits bar abnormal state information to the portable terminal of the electric bus driver or vehicle manager.

The distance measuring unit 420 transmits ultrasonic waves to the contact bars 111 and 112 mounted on the top of the electric bus 103 to be charged, and makes contact with the pantograph charging contact units 403a and 403b using the reflected ultrasonic waves. An ultrasonic sensor 421 that measures the distance between the bar protrusions 111a and 112a and generates a first distance measurement signal, and transmits a laser to the top of the electric bus 103 to be charged, and uses the reflected laser signal It includes a laser sensor 422 that measures the distance between the pantograph charging contact portions 403a and 403b and the top of the electric bus and generates a second distance measurement signal.

Here, the ultrasonic sensor 421 and the laser sensor 422 may be installed at a predetermined location on the pantograph 403. The predetermined position may refer to a portion connecting the charging contact portions 403a and 403b of the pantograph 403 or the charging contact portions 403a and 403b.

The charging control unit 440 receives charging-related data and first and second distance measurement signals transmitted from the communication module 410 and the distance measuring unit 420, through the input unit 441. A distance difference calculation unit 442 that calculates the distance difference using the input first and second distance measurement signals, and a distance difference calculation unit 442 of the contact bars 111 and 112 based on the distance difference calculated by the distance difference calculation unit 442. A contact bar status determination unit 443 that determines the status, and when the contact bar status determination unit 443 determines that the contact bar is in an abnormal state, generates contact bar abnormal status information and transmits it to the communication unit 460. The bar may include an abnormal state notification unit 444.

In addition, the contact bar state determination unit 443 compares the calculated distance difference with a preset reference distance difference, determines that the contact bar is in a normal state if the calculated distance difference is within the range of the reference distance difference, and calculates The distance difference is compared with a preset reference distance difference, and if the calculated distance difference is outside the range of the reference distance difference, it is determined that the contact bar is in an abnormal state.

In addition, when the contact bar status determination unit 443 determines that the contact bar is in a normal state, the charging control unit 440 provides a high-speed descent speed control signal for high-speed descent of the pantograph and a low-speed precision descent for low-speed precision descent. It may further include a pantograph speed control unit 445 that calculates a speed control signal to control the descending speed of the pantograph.

The high-speed descent speed control signal is a speed for descending the pantograph 403 at high speed only by a set certain distance before the pantograph charging contact portions 403a and 403b and the protrusions 111a and 112a of the contact bars 111 and 112 come into contact. It is a control signal, and the low-speed precise descent speed control signal may be a speed control signal for inducing soft contact when the pantograph charging contact portions 403a and 403b contact the protrusions 111a and 112a of the contact bars 111 and 112. .

The operation of the contact control device for the pantograph for electric vehicle charging and the contact bar according to the preferred embodiment of the present invention configured as described above will be described in detail as follows.

First, the electric bus (for example, 103) to be charged is moved to the charging position located at the bottom of the bridge 300. Here, the method of moving the electric bus to the charging location is mainly used by marking the vehicle location at the charging location and having the driver move the electric bus to the designated charging location.

With the electric bus 103 parked at the charging position, the charging unit 110 of the electric bus 103 is exposed to the outside. Here, the upper part of the charging unit 110 is always maintained in an open state so that the charging unit 110 is always exposed to the outside. Alternatively, a method of opening and closing the cover using a cover to prevent external foreign substances from entering can be used. In the exposure method, there is no need to perform any special operation since the charging part 110 is exposed, and in the cover opening and closing method, the cover must be opened. The cover can be opened by sliding it using a motor. Since it is a common method to open or close the cover by sliding, a detailed description thereof will be omitted. Since the present invention explains the exposure method as an example, there is no need to perform an operation to open the cover.

When the electric bus 103 is parked at the charging location, the vehicle device 120 of the vehicle charging device 100 generates vehicle information and transmits it to the pantograph charging device 400.

For example, the vehicle device 120 interlocks with vehicle-mounted devices such as the vehicle control unit (VCU), transmission, or ignition device mounted on the vehicle using CAN communication, and receives shift status and starting status from the vehicle-mounted devices. It is possible to detect vehicle status information including. In addition, the detected vehicle status information is analyzed, and if the vehicle is in a state that can be charged (parking brake applied, transmission in P range, vehicle ignition off, etc.), the vehicle is based on vehicle identification information (ID). Information is generated, charging request information is added to the generated vehicle information, and vehicle information is finally created. Next, the generated vehicle information is transmitted to the pantograph charging device 400 using wireless communication.

Here, in addition to the electric bus 103, other electric buses that require charging operate in the same manner as the electric bus 103 and transmit vehicle information to the pantograph charging device 400, respectively.

The communication module 410 of the pantograph charging device 400 receives vehicle information transmitted from the vehicle charging device 100 as electric vehicle charging information and transmits it to the charging control unit 440.

When the input unit 441 of the charging control unit 440 receives electric vehicle charging information through the communication module 410, it transmits it to a control device such as an internal microprocessor, microcomputer, or central processing unit, and connects the electric vehicle to the electric bus 103. Ensure that charging takes place.

That is, the pantograph charging device 400 charges the electric bus 103 through contact with a contact bar (eg, 111, 112) mounted on the electric bus 1030 to be charged using the downward pantograph 403.

To this end, the distance measuring unit 420 of the pantograph charging device 400 measures the distance between the upper part of the electric bus 103 and the contact bars 111 and 112 and sends the first and second distance measuring signals to the charging control unit. It occurs at (440).

That is, the distance measuring unit 420 transmits ultrasonic waves around the contact bars 111 and 112 mounted on the top of the electric bus 103 to be charged using the ultrasonic sensor 421, and transmits the reflected ultrasonic waves. A first distance measurement signal is generated by measuring the distance between the pantograph charging contact portions 403a and 403b and the contact bar protrusions 111a and 112a.

In addition, the laser sensor 422 transmits a laser to the upper part of the electric bus 103 to be charged, and measures the distance between the pantograph charging contact parts 403a and 403b and the upper part of the electric bus using the reflected laser signal to determine the second distance. Generates a measurement signal.

The reason why two ultrasonic sensors and laser sensors are used here is that when detecting a signal using only an ultrasonic sensor, it is not possible to know exactly whether the detected signal is the height of the contact bar. This is because the detection location changes when the vehicle's parking location changes.

The ultrasonic projection area of the ultrasonic sensor 421 and the laser projection area of the laser sensor 422 can be set in advance through experimentation. The actual ultrasonic sensor 421 is for measuring the height of the contact bars 111 and 112, and the laser sensor 422 is for measuring the height of the electric bus 103, so the ultrasonic and laser projection areas are set accordingly. As much as possible, it is desirable to set the installation location and firing location of the ultrasonic sensor and laser sensor.

The first and second distance measurement signals generated by the distance measurement unit 420 are input through the input unit 441 and transmitted to the distance difference calculation unit 442.

The distance difference calculation unit 442 calculates the distance difference using the first and second distance measurement signals generated by the distance measurement unit 420.

That is, the first distance measurement signal is quantified as the first distance value, the second distance measurement signal is quantified as the second distance value, and then both are subtracted to calculate the difference (second distance value - first distance value). = distance difference).

The distance difference data calculated in this way is transmitted to the contact state determination unit 443.

The contact bar status determination unit 443 determines the status of the contact bars 111 and 112 based on the distance difference calculated by the distance difference calculation unit 442.

That is, the calculated distance difference is compared with a preset reference distance difference, and if the calculated distance difference is within the range of the reference distance difference, it is determined that the contact bar is in a normal state and the contact bar is located in the correct position. In contrast, the calculated distance difference is compared with a preset reference distance difference, and if the calculated distance difference is outside the range of the reference distance difference, it is determined that the position of the contact bar is not in the correct position or the contact bar is in an abnormal state.

Here, the standard distance difference is set on the premise that the height of most electric buses is similar and the height of the contact bar is also similar. If the height of the electric bus varies and the height of the contact bar varies, various standard distance difference values according to the type of each electric bus are stored in memory in the form of a table in advance, and the type and height of the electric bus are determined through vehicle information. etc. can be recognized, and an appropriate standard distance difference value can be extracted and used.

Here, foreign matter is accumulated on the protrusions 111a and 112a of the contact bars 111 and 112, or a problem occurs in the fixing part that secures the contact bars 111 and 112 to the electric bus 103, causing damage to the contact bars 111 and 112. If the position (height) changes, the wheel of the electric bus 103 is punctured and the height of the electric bus 103 is lowered, or there is an obstacle in the wheel of the electric bus 103, the height of the electric bus 103 increases. In some cases, etc., the calculated distance difference may be outside the range of the standard distance difference.

If the distance difference calculated in this way is outside the range of the standard distance difference, the contact bar status determination unit 443 generates contact bar abnormality status determination information and transmits it to the contact bar abnormality status notification unit 444. The contact bar abnormal state notification unit 444 receives determination information as a contact bar abnormal state by the contact bar status determination unit 443, and uses this to generate contact bar abnormal state information and transmit it to the communication unit 460. do.

The communication unit 460 transmits the contact bar abnormality status information generated from the contact bar abnormality status notification unit 444 of the charging control unit 440 to the portable terminal of the electric bus driver, vehicle manager, or charging manager, so that the electric bus driver or Allow vehicle managers or charging managers to recognize non-charging conditions in real time.

The recipient who receives contact bar abnormality information through a mobile terminal checks in real time whether there are obstacles on the wheels of the electric bus, whether foreign substances are piled up on the contact bar, or whether the position of the contact bar is misaligned, and takes prompt action. , Ensure that charging occurs normally. After quick action, the charging request information is transmitted again to the pantograph charging device 400 through the vehicle device, so that the electric bus can be charged again.

Meanwhile, when the contact bar status determination unit 443 of the charging control unit 440 determines that the contact bar is in a normal state, the contact bar status determination unit 443 generates contact bar normal state information and controls the pantograph speed control unit 445. ) is delivered to.

The pantograph speed control unit 445 calculates a high-speed lowering speed control signal for high-speed lowering of the pantograph and a low-speed precise lowering speed control signal for low-speed precise lowering, and transmits the calculated speed control signal to the pantograph driving unit 450, Controls the descending speed of the pantograph.

As noted, the high-speed descending speed control signal moves the pantograph 403 at high speed only a certain distance set before the pantograph charging contact portions 403a and 403b and the protrusions 111a and 112a of the contact bars 111 and 112 come into contact. It is a speed control signal for descending, and the low-speed precise descent speed control signal is for inducing soft contact when the pantograph charging contact portions (403a, 403b) contact the protrusions (111a, 112a) of the contact bars (111, 112). This is a speed control signal.

The pantograph driver 450 controls the downward movement speed of the pantograph 403 according to the pantograph dual speed control signal generated from the charging control unit 440, and connects the pantograph charging contact portions 403a and 403b and the contact bars 11 and 112. By contacting the protrusions 111a and 112a, the electric bus is charged. Here, speed control can be easily implemented through hydraulic adjustment of the cylinder or the motor speed that moves the pantograph 403 downward.

That is, during the initial movement of the pantograph 403, the pantograph 403 is lowered at high speed and moved at high speed up to a certain distance before contacting the protrusions 111a and 112a of the contact bars 111 and 112, and then, From above a certain distance, the pantograph 403 gradually descends through low-speed precision speed control, thereby inducing soft contact with the protrusions 111a and 112a of the contact bars 111 and 1120. Contact determination is performed using a pressure sensor or a height sensor. It can be easily implemented using .

In this way, a high-speed descent is performed during the initial movement, and a low-speed, precise descent is made at a certain distance to bring the pantograph charging contact part into contact with the protrusion of the contact bar, thereby inducing soft contact and at the same time reducing the overall contact time between the pantograph charging contact part and the protrusion of the contact bar. By shortening, the charging time can be shortened.

In addition, due to the soft contact between the pantograph charging contact part and the protrusion of the contact bar, contact noise and wear of the contact part can be reduced, thereby extending the life of the contact part.

Although the invention made by the present inventor has been described in detail according to the above embodiments, the present invention is not limited to the above embodiments, and various changes can be made without departing from the gist of the invention, as is known in the art. It is self-evident to those who have it.

100: Vehicle charging device
101 - 104: Electric Bus
110: Charging part
120: vehicle device
200: Power bank
300: bridge
304: moving rail
400: Pantograph charging device
401: means of transportation
402: Pantograph position adjustment means
403: Pantograph
410: Communication module
420: Distance measuring unit
421: ultrasonic sensor
422: Laser sensor
440: Charging control unit
441: input unit
442: Distance difference calculation unit
443: Contact bar status determination unit
444: Contact bar abnormal status notification unit
445: Pantograph speed control unit
450: Pantograph driving unit
460: Department of Communications

Claims (9)

A pantograph charging device that uses a top-down pantograph to charge an electric bus through contact with a contact bar mounted on the electric bus to be charged;
It is mounted on the electric bus, and includes a vehicle charging device that obtains vehicle information, transmits it to the pantograph charging device, requests charging, and charges according to the control of the pantograph charging device,
The pantograph charging device,
a distance measuring unit that measures the distance between the top of the electric bus and the contact bar and generates first and second distance measurement signals; The distance difference is calculated using the first and second distance measurement signals generated from the distance measurement unit, the calculated distance difference determines the state of the contact bar mounted on the vehicle, and if there is an abnormality in the state of the contact bar, the contact bar A charging control unit that notifies an abnormal state and generates a pantograph dual speed control signal when the state of the contact bar is normal; a pantograph driving unit that controls the downward movement speed of the pantograph according to the pantograph dual speed control signal generated from the charging control unit; a communication module that receives charging-related data transmitted from the vehicle charging device and transmits it to the charging control unit; And a communication unit that transmits contact bar abnormal state information generated by the charging control unit to a portable terminal of an electric bus driver or vehicle manager,
The distance measuring unit transmits ultrasonic waves to a contact bar mounted on top of the electric bus to be charged, and uses reflected ultrasonic waves to measure the distance between the pantograph charging contact unit and the contact bar protrusion to generate a first distance measurement signal. An ultrasonic sensor; And a laser sensor that transmits a laser to the top of the electric bus to be charged and measures the distance between the pantograph charging contact part and the top of the electric bus using the reflected laser signal to generate a second distance measurement signal. Contact control device for pantograph and contact bar for electric vehicle charging.
delete delete The contact control device of claim 1, wherein the ultrasonic sensor and the laser sensor are installed on the pantograph.
delete In claim 1, the charging control unit,
an input unit that receives charging-related data and first and second distance measurement signals transmitted from the communication module and the distance measurement unit;
a distance difference calculation unit that calculates a distance difference using the first and second distance measurement signals input through the input unit;
a contact bar status determination unit that determines the status of the contact bar based on the distance difference calculated by the distance difference calculation unit; and
When the contact bar status determination unit determines that the contact bar is in an abnormal state, the contact bar abnormality status notification unit generates contact bar abnormality information and transmits it to the communication unit. The contact between the pantograph for charging an electric vehicle and the contact bar. Control device.
In claim 6, the contact bar status determination unit compares the calculated distance difference with a preset reference distance difference, and if the calculated distance difference is within the range of the reference distance difference, the position of the contact bar is in the correct position and the parking state of the electric bus is determined. It is determined to be in a normal state, and the calculated distance difference is compared with a preset standard distance difference. If the calculated distance difference is outside the range of the standard distance difference, it is determined that the position of the contact bar is not in the correct position or is in an abnormal state. A contact control device for a pantograph and a contact bar for electric vehicle charging.
In claim 6, the charging control unit,
When the contact bar status determination unit determines that the contact bar is in a normal state, the lowering speed of the pantograph is controlled by calculating a high-speed lowering speed control signal for high-speed lowering of the pantograph and a low-speed precise lowering speed control signal for low-speed precise lowering. A contact control device for a pantograph for electric vehicle charging and a contact bar, comprising a pantograph speed control unit.
In claim 8, the high-speed descent speed control signal is a speed control signal for lowering the pantograph at high speed only a predetermined distance set before the pantograph charging contact part and the contact bar come into contact, and the low-speed precise descent speed control signal is A contact control device between a pantograph for charging an electric vehicle and a contact bar, characterized in that it is a speed control signal for inducing soft contact when the contact bar is touched.

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