TWI769598B - High-voltage interlock circuit configuration structure of electric locomotive - Google Patents

Abstract

A high-voltage interlock circuit configuration structure of an electric locomotive, comprising a front-end frame of the electric locomotive and a plurality of high-voltage parts, the plurality of high-voltage parts are centrally arranged at the front-end frame, and the plurality of high-voltage parts include A charging stand, a main battery, an on-board charger and a motor controller, wherein the main battery, the on-board charger and the motor controller are respectively provided with high voltage interlock loop (HVIL) connection modules and form A series circuit; the plurality of high-voltage electrical components are arranged in a centralized manner to effectively minimize the length of the power lines connecting the plurality of high-voltage electrical components, thereby reducing the line loss during power transmission, and also through the high-voltage mutual The setting of the locking loop (HVIL) connection module also has the effect of ensuring the safety of electric scooter electricity.

Description

High-voltage interlock circuit configuration structure of electric locomotive

The present invention relates to an arrangement structure of an electric locomotive, in particular to an arrangement structure of a high-voltage interlock circuit of an electric locomotive.

Electric vehicles are vehicles that convert electrical energy into kinetic energy, and their circuit systems have high-voltage electricity of tens of volts. Therefore, in order to ensure the safety of electric vehicles, the High Voltage Interlock Loop (HVIL) technology has been widely used. for electric vehicles.

For example, HVIL technology basically uses the HVIL connection module and the manual service switch (MSD) to connect the high-voltage electrical parts of the electric vehicle (such as battery, motor control, etc.) through the HVIL connection module and the manual service switch. device, etc.) for signal series connection. In emergency rescue or maintenance, personnel can open the HVIL connection module or manual maintenance switch device to interrupt the circuit of the signals in series, which can make the electric vehicle's circuit system power off, and make the maintenance work of personnel more difficult safe state.

In addition to electric vehicles as mentioned above, there are also electric locomotives that convert electrical energy into kinetic energy. Electric locomotives also contain a variety of high-voltage electrical components. During emergency rescue or maintenance, personnel will also encounter problems such as electric shocks. security issues. With the technical development of electric locomotives, the safety of electric locomotives has also been paid attention to. When electric locomotive manufacturers apply HVIL technology to electric locomotives, the high-voltage electrical parts of electric locomotives are connected to each other through power cables, and the power supply is in the power supply. Electric power loss is also generated in the process of wire transmission, which is limited by the frame or body structure of traditional electric scooters. How to configure the positions of various high-voltage electrical components to meet the wiring and safety requirements, and reduce the power supply caused by power lines Transmission loss is a problem that electric vehicle manufacturers need to solve.

[problem to be solved]

In view of this, the main purpose of the present invention is to provide a high-voltage interlock circuit configuration structure of an electric locomotive, in order to effectively reduce the power transmission loss in the electric locomotive, and also have the effect of ensuring the safety of the electric locomotive.

[Technical means to solve the problem]

The high-voltage interlock circuit configuration structure of the electric locomotive of the present invention includes: a front frame of the electric locomotive; A plurality of high-voltage electrical parts are centrally arranged at the front frame, and the plurality of high-voltage electrical parts include a charging seat, a main battery, an on-board charger and a motor controller; Wherein, the main battery, the on-board charger and the motor controller are respectively provided with high voltage interlock loop (HVIL) connection modules and form a series loop.

[Effect of invention]

To sum up, the charging base, the main battery, the on-vehicle charger and the motor controller of the present invention are arranged in the collection structure, so that the positions of the plurality of high-voltage electrical parts are close to each other, so the effective and shortest The length of the power cord connecting the plurality of high-voltage electrical parts is determined. Because the centralized configuration of the present invention allows the length of the power cord to be minimized, the present invention can further reduce the line loss during power transmission and reduce the heating of the power cord. On the other hand, the present invention also has the effect of ensuring the electrical safety of the electric locomotive through the arrangement of the high-voltage interlock loop (HVIL) connection module.

Referring to FIGS. 1 to 3 , in the embodiment of the high-voltage interlock circuit configuration structure of the electric locomotive of the present invention, the electric locomotive M includes a frame unit 1 and a seat pad 120 disposed on the frame unit 1 and disposed in the frame unit 1 . A storage box 121 under the seat cushion 120 , the frame unit 1 may include a front frame 10 . The electric scooter M includes a plurality of high-voltage electrical components, and the plurality of high-voltage electrical components may include a charging base 110 , a main battery 20 , an on-board charger (OBC) 21 and a motor controller 22 , wherein The on-vehicle charger 21 can be an AC-to-DC charger; the present invention mainly centrally arranges the charging stand 110 , the main battery 20 , the on-vehicle charger 21 and the motor controller 22 on the At the front frame 10 , the wires connected between the charging base 110 , the main battery 20 , the on-board charger 21 and the motor controller 22 can be minimized, thereby reducing line loss and improving charging efficiency .

In the embodiment of the present invention, the electric locomotive may be a Scooter electric locomotive, but not limited thereto. The electric scooter M may include a body cover 11 , and the charging stand 110 is disposed on the top of the body cover 11 . The front frame 10 includes a head pipe 111 and a left side frame 112 and a right side frame 113 connected to the head pipe 111 . The head pipe 111 is used for setting a steering mechanism 114 , and the steering mechanism 114 is connected to the front wheel vehicle 115 . The cover 11 covers the front frame 10 , whereby the space enclosed by the left frame 112 , the right frame 113 and the vehicle body cover 11 forms a tunnel accommodating space 100 , and the tunnel accommodating space 100 is located between the front of the seat cushion 120 and the rear of the steering mechanism 114 , the charging stand 110 is arranged on the top side of the tunnel-shaped accommodating space 100 , as shown in FIG. 1 , the charging stand 110 can be arranged on the main battery 20 Above and between the rear of the steering mechanism 114 and the front of the storage box 121, the on-board charger 21 and the motor controller 22 are arranged above the main battery 20, the charging base 110, the main battery 20, The on-vehicle charger 21 and the motor controller 22 are collectively arranged in the tunnel accommodating space 100 , so that the main battery 20 , the on-vehicle charger 21 and the motor controller 22 are located in the tunnel accommodating space within 100.

The frame unit 1 of the electric scooter M may include a rear frame 12 , the rear frame 12 is combined with the front frame 10 , the seat cushion 120 is provided above the rear frame 12 , and the seat cushion 120 is provided below The rear end of the storage box 121 , the left frame 112 and the right frame 113 are connected to a power motor 13 .

In the embodiment of the present invention, the main battery 20 , the on-board charger 21 and the motor controller 22 are mainly rectangular box-shaped bodies, and are arranged on the left side frame 112 and the Between the right frame 113 , the heights of the on-board charger 21 and the motor controller 22 can be smaller than the height of the main battery 20 . The main battery 20 can be disposed at the bottom of the front frame 10 , that is, at the bottom of the left frame 112 and the right frame 113 , so that there is still space between the upper part of the main battery 20 and the body cover 11 for the installation of the main battery 20 . The on-board charger 21 and the motor controller 22 . The on-board charger 21 is adjacent to the main battery 20, and the motor controller 22 is adjacent to the on-board charger 21. As a whole, the main battery 20, the on-board charger 21 and the motor controller The devices 22 form a bottom-up centralized configuration. The main battery 20 , the on-vehicle charger 21 and the motor controller 22 can be locked on the left frame 112 and the right frame 113 , but the locking method is not limited.

Please refer to FIG. 4 , the main battery 20 includes a charging connector 201 and a power supply connector 202 , the on-board charger 21 includes a power input connector 211 and a power output connector 212 , and the motor controller 22 includes A power input connector 221 and a power output connector 222 , and the power motor 13 has a power input connector 131 . The power input connector 211 of the on-board charger 21 is adjacent to the charging stand 110 and can be directly connected to the charging stand 110 through a power cord, and the power output connector 212 of the on-board charger 21 can pass through a composite HVIL power cord The charging connector 201 of the main battery 20 is directly connected, the power input connector 221 of the motor controller 22 can be connected to the power supply connector 202 of the main battery 20 through the composite HVIL power cable, and the power input connector of the power motor 13 131 can be connected to the power output connector 222 of the motor controller 22 through a composite HVIL power cable. With the aforementioned electrical connection structure, the main battery 20 provides power to the motor controller 22 , and then the motor controller 22 provides power to the power motor 13 . Please refer to FIG. 4 and FIG. 5 , when charging, a charging gun 40 can be inserted into the charging base 110 , the power supplied by the charging gun 40 is transmitted to the on-board charger 21 through the charging base 110 , and then charged by the vehicle The main battery 20 is charged by the controller 21 .

The main battery 20 , the on-board charger 21 and the motor controller 22 are respectively provided with a high voltage interlock loop (HVIL) connection module 30 , and the HVIL connection module 30 forms a series circuit. For example, the The charging connector 201 and the power supply connector 202 of the main battery 20 , the power output connector 212 of the on-board charger 21 and the power input connector 211 of the motor controller 22 are respectively provided with the HVIL connection module 30 . It should be noted that the composite HVIL power cord, the HVIL connection module 30 and the HVIL technology are the prior art. Generally speaking, the composite HVIL power cord includes HVIL contacts and power contacts. When the connectors are normally connected through the composite HVIL power cord, the HVIL contact of the composite HVIL power cord and the contact of the HVIL connection module 30 of the connector are in a conducting state, otherwise it is an open state.

In a possible embodiment, please refer to 6. FIG. 6 shows the structure of the series loop LOOP. Generally speaking, the main battery 20 may be provided with an electronic control unit (ECU) 203, a signal generator 204 and A signal receiver 205, the electronic control unit 203 is electrically connected to the signal receiver 205, in addition, the on-board charger 21 and the motor controller 22 also have respective electronic control units 213, 223, the electronic control units 203 , 213, 223 can communicate with each other through the control area network bus (CAN BUS). The signal generator 204 and the signal receiver 205 are connected in series in the series loop LOOP, the signal generator 204 outputs a continuous test signal S, the test signal S can be, for example, a continuous pulse width modulation (PWM) signal, Continuous voltage source or continuous current source, the test signal S is received by the signal receiver 205 through each HVIL module 30 of the series loop LOOP; when the electronic control unit 203 determines that the signal receiver 205 has not received the test The signal S represents that any HVIL module 30 is open, that is, the connector is disconnected, so the electronic control unit 203 controls the electronic control unit 213 of the on-board charger 21 to stop supplying power to the main battery 20, and The main battery 20 is controlled to stop supplying power to the motor controller 22. At this time, the high-voltage power has been interrupted, so as to ensure the safety of personnel and electrical parts related to the electric scooter. In another possible embodiment, please refer to FIG. 7 , the motor controller 22 is provided with the electronic control unit 223 , a signal generator 224 and a signal receiver 225 . Similarly, the electronic control unit 223 is electrically connected to the electronic control unit 223 . A signal receiver 225, the signal generator 224 and the signal receiver 225 are connected in series in the series loop LOOP, the signal generator 224 outputs a continuous test signal S, the continuous test signal S passes through each HVIL of the series loop LOOP The module 30 is for the signal receiver 225 to receive; when the electronic control unit 223 determines that the signal receiver 225 has not received the test signal S, the electronic control unit 223 controls the on-board charger 21 to stop supplying power to the main unit battery 20 , and control the main battery 20 to stop supplying power to the motor controller 22 .

To sum up, the charging base 110 , the main battery 20 , the on-board charger 21 and the motor controller 22 of the present invention are collectively arranged at the front frame 10 , and the power source of the on-board charger 21 is The input connector 211 is adjacent to the charging stand 110, effectively minimizing the length of the power cord between the on-board charger 21 and the charging stand 110, because the length of the power cord between the on-board charger 21 and the charging stand 110 is The length has been minimized, so the line loss of power transmission during charging can be minimized, the charging efficiency can be improved, and the heating of the power cord can be reduced. On the other hand, the length of the power line between the on-board charger 21 and the main battery 20 is also minimized, which helps to minimize the charging loss of the power line between the on-board charger 21 and the main battery 20 The advantages of reducing heat generation and slowing down the power cord.

Please refer to FIG. 1 and FIG. 8 , the present invention can expand the scale of the series loop LOOP to further incorporate other electrical components, such as the power motor 13 , and an embodiment of the configuration structure of the present invention can include a pair of batteries 23 and / or DC-DC converter 24, the series loop LOOP can be incorporated into the secondary battery 23 and/or the DC-DC converter 24, FIG. 8 shows that the power motor 13, the secondary battery 23 and the DC-DC are simultaneously incorporated Aspect of converter 24.

The power input connector 131 of the power motor 13 may be provided with an HVIL connection module 30 which is electrically connected in series with the series loop LOOP.

The secondary battery 23 can also be called an extended-range battery. The secondary battery 23 is connected in parallel with the main battery 20. The secondary battery 23 can be arranged on the rear frame 12. The secondary battery 23 is located adjacent to the vehicle for charging. Behind the device 21, below the seat cushion 120 and in front of the storage box 121, the secondary battery 23 is provided with an electronic control unit 230 (as shown in FIG. 8) connected to the CAN BUS and electrically connected in series to the series The HVIL connection module 30 of the loop LOOP. When the electronic control unit 203, 223 of the main battery 20 or the motor controller 22 determines that the signal receiver 205, 225 has not received the test signal S, the electronic control unit 203, 223 further controls the secondary battery 23 to stop supplying power, In order to ensure the safety of personnel and electrical parts related to electric locomotives.

The DC-DC converter 24 is located adjacent to the top of the secondary battery 23, below the seat cushion 120 and in front of the storage box 121. The DC-DC converter 24 is provided with an electronic device connected to the CAN BUS The control unit 240 and the HVIL connection module 30 electrically connected in series with the series loop LOOP, the input end of the DC-DC converter 24 can be electrically connected to the main battery 20 to convert the output power of the main battery 20 into a DC output The power supply, the voltage of the DC output power supply can be, for example, 12V. When the electronic control unit 203, 223 of the main battery 20 or the motor controller 22 determines that the signal receiver 205, 225 has not received the test signal S, the electronic control unit 203, 223 controls the DC-DC converter 24 to stop The power supply is 12V to ensure the safety of personnel and electrical parts related to electric locomotives.

In addition, as shown in FIG. 8 , the main battery 20 can be provided with a manual service disconnect (MSD) 206 , and the manual maintenance switch 206 can be fixed on the front frame 10 and the main battery 20 in a locking manner. Or on the vehicle charger 21, the manual maintenance switch device 206 is electrically connected in series with the series loop LOOP, and the manual maintenance switch device 206 may also be provided with an electronic control unit 207 connected to the CAN BUS. The position of the manual maintenance switch device 206 can be set between the top of the main battery 20 and the charging base 110 as shown in FIG. 1 and FIG. 2 ; or, the position of the manual maintenance switch device 206 can be set as shown in FIG. 5 . The rear side of the main battery 20 is shown and the front side of the power motor 13 is shown. Therefore, with the setting of the manual maintenance switch device 206, when the maintenance personnel want to perform maintenance work on the electric vehicle, the manual maintenance switch device 206 can be exposed by removing the vehicle body cover 11 for the maintenance personnel to directly operate, To achieve the effect of quickly removing the power outage.

M: electric locomotive 1: Frame unit 10: Front frame 100: Tunnel-type accommodation space 11: Body cover 110: Charging stand 111: Head tube 112: Left frame 113: Right frame 114: Steering mechanism 115: Front Wheel Car 12: rear frame 120: seat cushion 121: storage box 13: Power Motor 131: Power input connector 130: rear wheel 20: Main battery 201: Charging Connector 202: Power supply connector 203: Electronic Control Unit 204: Signal Generator 205: Signal receiver 206: Manual maintenance switchgear 207: Electronic Control Unit 21: Car charger 211: Power input connector 212: Power output connector 213: Electronic Control Unit 22: Motor Controller 221: Power input connector 222: Power output connector 223: Electronic Control Unit 224: Signal Generator 225: Signal receiver 23: Secondary battery 230: Electronic Control Unit 24: DC-DC Converter 240: Electronic Control Unit 30: HVIL module 40: Charging gun S: test signal LOOP: series loop

Figure 1: A schematic side view of an embodiment of the high-voltage interlock circuit configuration configuration of the present invention. Figure 2: A schematic side view of an embodiment of the high-voltage interlock circuit configuration configuration of the present invention. FIG. 3 is a schematic top view of the charging stand arranged on the top of the vehicle body cover according to the present invention. FIG. 4 is a schematic circuit block diagram of an embodiment of the high-voltage interlock loop configuration structure of the present invention. FIG. 5 is a schematic diagram of the use state of the embodiment of the high-voltage interlock circuit configuration structure of the present invention when the charging gun is inserted. FIG. 6 is a schematic circuit block diagram of an embodiment of the high-voltage interlock loop configuration structure of the present invention. FIG. 7 is a schematic circuit block diagram of an embodiment of the high-voltage interlock loop configuration structure of the present invention. FIG. 8 is a schematic circuit block diagram of an embodiment of the high-voltage interlock loop configuration structure of the present invention.

M: electric locomotive 1: Frame unit 10: Front frame 100: Tunnel-type accommodation space 11: Body cover 110: Charging stand 111: Head tube 112: Left frame 114: Steering mechanism 115: Front Wheel Car 12: rear frame 120: seat cushion 121: storage box 13: Power Motor 130: rear wheel 20: Main battery 206: Manual maintenance switchgear 21: Car charger 22: Motor Controller 23: Secondary battery 24: DC-DC Converter

Claims (15)

A high-voltage interlocking circuit configuration structure of an electric scooter, comprising: a front-end frame of the electric locomotive; a plurality of high-voltage electrical parts are centrally arranged at the front-end frame, and the plurality of high-voltage electrical parts include a charging seat, a Main battery, an on-board charger and a motor controller; wherein, the main battery, the on-board charger and the motor controller are respectively provided with a high voltage interlock loop (HVIL) connection module and form a series loop; The electric locomotive includes a manual maintenance switch device, and the manual maintenance switch device is connected in series with the series circuit. The high-voltage interlock circuit configuration structure of an electric locomotive as claimed in claim 1, comprising a body cover of the electric locomotive, the body cover being provided on the front frame; the front frame comprising a head pipe and connecting the A left frame and a right frame of the head pipe, the vehicle body cover, the space enclosed by the left frame and the right frame form a tunnel-like accommodation space; the main battery, the on-board charger and the motor controller are located in the Inside the tunnel accommodation space. The high-voltage interlock circuit configuration structure of an electric locomotive according to claim 1, comprising: a rear frame of the electric locomotive, the rear frame is combined with the front frame, and a cushion is arranged above the rear frame, A storage box is arranged under the seat cushion; and a pair of batteries is arranged on the rear frame, adjacent to the rear of the on-board charger and below the seat cushion and in front of the storage box. The auxiliary battery is connected in series with The high-voltage interlock circuit of the series circuit is connected to the module. The high-voltage interlock loop configuration structure of the electric locomotive as claimed in claim 3, further comprising a DC-DC converter, the DC-DC converter is disposed adjacent to the secondary battery, and the DC-DC converter is connected in series with The high-voltage interlock circuit of the series circuit is connected to the module. The high-voltage interlock circuit configuration structure of the electric locomotive according to claim 1, wherein the manual maintenance switch device is provided between the upper part of the main battery and the charging base. The high-voltage interlock circuit configuration structure of the electric locomotive as claimed in claim 1, wherein a power motor is connected to the rear end of the front frame, and the power motor is provided with a high-voltage interlock circuit connection module connected in series to the series circuit. The high-voltage interlock circuit configuration structure of the electric locomotive according to claim 1, wherein the manual maintenance switch device is provided on the rear side of the main battery, and the manual maintenance switch device is located in front of a power motor of the electric locomotive. The high-voltage interlock circuit configuration structure of an electric locomotive according to claim 1, wherein the on-board charger is an AC-DC converter charger. The high-voltage interlock circuit configuration structure of the electric locomotive according to claim 1, wherein the on-board charger and the motor controller are provided above the main battery. The high-voltage interlock circuit configuration structure of an electric locomotive according to claim 1, wherein the charging stand is disposed above the main battery and between the rear of a steering mechanism and the front of a storage box. The high-voltage interlock circuit configuration structure of the electric locomotive as claimed in claim 2, wherein the charging stand is arranged on the top side of the tunnel-type accommodating space. The high-voltage interlock circuit configuration structure of an electric locomotive as claimed in claim 1, wherein the main battery is provided with an electronic control unit, a signal generator and a signal receiver, the electronic control unit is electrically connected to the signal receiver, the The signal generator and the signal receiver are connected in series in the series circuit; the signal generator outputs a test signal, and the test signal passes through the series circuit for the signal receiver to receive; when the electronic control unit determines that the signal receiver is not After receiving the test signal, the electronic control unit controls the on-board charger and the main battery to stop supplying power. The high-voltage interlock loop configuration structure of an electric locomotive as claimed in claim 1, wherein the motor controller is provided with an electronic control unit, a signal generator and a signal receiver, and the electronic control unit is electrically connected to the signal receiver, The signal generator and the signal receiver are connected in series in the series circuit; the signal generator outputs a test signal, and the test signal passes through the series circuit for the signal receiver to receive; when the electronic control unit determines that the signal receiver If the test signal is not received, the electronic control unit controls the on-board charger and the main battery to stop supplying power. The high-voltage interlock circuit configuration structure of an electric locomotive as claimed in claim 12 or 13 includes a pair of batteries, and the secondary battery is provided with a high-voltage interlock circuit connection module connected in series to the series circuit; when the electronic control unit determines that The signal receiver does not receive the test signal, and the electronic control unit controls the auxiliary battery to stop supplying power. The high-voltage interlock circuit configuration structure of an electric locomotive as described in claim 12 or 13, comprising a DC-DC converter, and the DC-DC converter is provided with a high-voltage interlock circuit connection module connected in series to the series circuit; when The electronic control unit determines that the signal receiver has not received the test signal, and the electronic control unit controls the DC-DC converter to stop supplying power.

Images