JPS6335104A - Travel limiting device in battery car - Google Patents

Abstract

PURPOSE:To miniaturize a travel limiting device and cut down its cost, by stopping driving a travelling motor at a fault-localizing signal and a detecting signal of connecting state between an external power feeder and a battery charger. CONSTITUTION:In normal travelling, when a fault localization circuit 38 detects a fault, such as failure of commutation, etc., a thyristor THY 2 turns ON and a thyristor THY 1 and a transistor TR turn OFF with forward and backward electromagnetic relays MF and MR unexcited. In charging a battery 26, when a power plug 22 is inserted, a control signal is outputted from an outage compensation circuit 29, by which a contactor 24b of a magnet switch 24 is closed to start charging to the battery 26. At the same time, by a control signal from the outage compensation circuit 29 the thyristor THY 2 turns ON with forward and backward electromagnetic relays MF and MR unexcited.

Description

[Detailed Description of the Invention] Purpose of the Invention (Field of Industrial Application) The present invention relates to a battery vehicle equipped with a charger, and more specifically to a battery vehicle equipped with a charger, and more specifically to a battery vehicle equipped with a battery charger. This relates to a restriction device.

(Prior Art) Conventionally, in a battery car equipped with a charger 1 as shown in FIG. 2, when a power plug 3 is inserted into an external AC power supply device 2, a charging control circuit 4 operates and a magnetic switch The electromagnetic coil 5a of No. 5 is excited and its contactor 5b is closed. As a result, charging of the battery 8 from the AC power supply device 2 via the transformer 6 and the rectifier 7 is started. Further, when the charging control circuit 4 determines that the required charging time has elapsed after the start of charging, the electromagnetic coil 5a of the magnetic switch 5 is de-energized, and the contactor 5b is de-energized.
Open the circuit to terminate charging.

Further, a cutoff relay 1C1 is provided in the running system circuit 9 of the vehicle for controlling the DC motor (travel motor) 11 driven by the battery 8, and the same relay 10 is connected to the drive circuit 9 when the power plug 3 is inserted. A contact point 10b is provided between the battery 8 and the DC motor 11 when the electromagnetic coil 10a is excited.
is opened, and the battery 8 and the DC motors 1, 1 are electrically cut off until the power plug 3 is pulled out after charging is completed, and the drive of the DC motor 11 is forcibly stopped. This cutoff relay 10 prevents damage to the power supply equipment, charger 1, running system circuit 9, etc. caused by starting the vehicle with the power plug 3 plugged in.

(Problem to be Solved by the Invention) However, since the travel restriction device for a battery-powered vehicle uses the ``a disconnection relay 10,'' the presence of the large disconnection relay 10 increases the size of the entire device, and the same problem occurs. The relay 10 increases the cost, and the contact 1
There is a possibility that contact failure of 0b may occur or chattering of contact point 10b may occur due to vibration.

The present invention solves the above-mentioned problems, reduces the size and cost of a travel restriction device for stopping the drive of the travel motor when a power plug is inserted, and reliably stops the drive of the motor. Our goal is to provide battery-powered vehicles that can.

Structure of the Invention (Means for Solving Problems) In order to achieve the above object, the present invention provides a charger that is connected to an external power supply device and charges a drive battery for a driving motor with the external power supply device. and a charging control means for detecting a connection state between the external power supply device and the charger and controlling the charging operation of the charger based on the detection, and driving and controlling the driving motor to drive the vehicle. A travel control means for controlling the vehicle is provided. Roughly speaking, it includes a detecting means for detecting an abnormality that may be an obstacle to the driving of the traveling motor, and a means for controlling the traveling control means based on a detection signal of the detecting means and a signal from the charging control means to control the traveling motor. The key point is a travel restriction device for a battery-powered vehicle equipped with a stop means for stopping the drive of the vehicle.

(Function) With the above means, the stopping means receives a detection signal from the detecting means when an abnormality that is an obstacle to the driving of the traveling motor is detected, and a connection state between the external power supply device and the charger from the charging control means. υJWL based on the detection signal.
Stop the drive motor.

(Embodiment) Hereinafter, one embodiment of the travel restriction device of the present invention will be described with reference to the drawings.

As shown in FIG. 1, the battery car is equipped with a charger 21, and the charger 21 is connected to a three-phase AC power supply device 23 as an external power supply device for the battery car via a power plug 22. It is now possible to connect. The magnet switch 24 of the charger 21 includes an electromagnetic coil 24a and a contactor 24b for each phase. When the electromagnetic coil 24a is energized, each contactor 24b is closed, and when the electromagnetic coil 24a is de-energized, each contactor 24b is opened.

The transformer 25 lowers the three-phase AC power from the three-phase AC power supply device 23 to a voltage corresponding to the voltage of the battery 26 (driving battery), and outputs the voltage to the three-phase diode rectifier circuit 27 . The three-phase diode rectifier circuit 27 includes six diodes D1, and rectifies the three-phase AC voltage to output a DC voltage.

A charging control circuit 28 serving as charging control means includes a power failure compensation circuit 29 and a timer circuit 30.

When the power plug 22 is inserted, the power failure compensation circuit 29 detects the application of AC from the three-phase AC power supply device 23 and outputs a control signal to the timer circuit 30.

In addition, the power failure compensation circuit 29 detects and controls power failures when the power plug 22 is plugged in, and when AC is not applied when the power plug 22 is removed after charging is completed. Stop signal output.

The timer circuit 30 detects the voltage of the battery 26, and determines whether charging is possible before charging. When the circuit 30 receives a control signal from the power failure compensation circuit 29 and determines that charging is possible, it excites the electromagnetic coil 24a of the magnet switch 24, closes the contactor 24b, and starts charging the battery 26. and starts timer operation.

When the timer circuit 30 determines that a predetermined charging time (II charging time or equal charging time) has elapsed, it de-energizes the electromagnetic coil 24a of the magnet switch 24 and opens the contactor 24b, thereby ending the charging operation. Further, when a power outage occurs during charging operation and the input of the control signal from the power outage compensation circuit 29 is interrupted, the timer circuit 30 interrupts the counting operation, and restarts the counting operation when the -IIa signal is input again. It has become.

In the running system circuit 31 of the vehicle, a series circuit of a forward direction switch 32a provided on a forward/reverse operating lever operated by the driver and a forward electromagnetic relay MF is connected between the positive and negative electrodes of the battery 26. The reverse direction switch 32b, which is also provided on the forward/reverse operation lever operated by the driver, and the series circuit of the reverse electromagnetic relay MR are connected in parallel, and the same parallel circuits 32a, 32b, MF, MR are connected in parallel. Two transistors TR are connected in series. When the forward or reverse electromagnetic relays MF and MR are energized or de-energized, the contactors MFa and MRb electrically connected to the relays MF and MR are switched.This switching operation causes the motors to operate as traveling motors. Field 1 of DC motor 33
Volume 1 If! 33a is excited in the forward and reverse directions, and the Nta element 33
b rotates in forward and reverse directions to drive the drive wheels forward or backward. The contacts of the forward and reverse electromagnetic relays MF and MR are switched so that when the relays MF and MR are in a de-energized state, the contactors MFa and MRa stop driving the DC motor 33. .

The speed control circuit 34 performs chopper control on the DC motor 33 in accordance with the amount of depression of the driving pedal by the driver to control the rotational speed of the drive wheels of the vehicle, that is, the vehicle speed.

The forward and reverse direction switches 32a, 3
2b and forward and reverse electromagnetic relay MF.

A diode D2 is connected to the connection points a and b between the MR, and a resistor R1 and a thyristor THY1.
It is connected to the negative electrode of the battery 26 via a series circuit of resistor R2. A connection point C between the thyristor THYI and the resistor R2 is connected to the base terminal of the transistor TR via a resistor R3. Then, when an input voltage is applied between the base terminal and the emitter terminal of the transistor TR via the resistor ff1R3 (when a base current flows), the transistor TR is turned on.

Further, a resistor R4 and a contactor closing signal circuit 35 are connected in series between the connection point d between the diode D2 and the resistor R1 and the negative electrode of the battery 26. Further, the contactor closing signal circuit 35 is connected to the negative electrode of the battery 26 via a resistor R5, and a connection point e therebetween is connected to the gate terminal of the thyristor THY1. When current flows through the contactor closing signal circuit 35, it outputs a gate signal to the thyristor THY1 to turn on the thyristor THY1.

In this embodiment, the transistor TR and the thyristor THY
1. Contactor closing signal circuit 35 and resistors R1 to R5
A travel control circuit 36 as a travel control means is configured.

Furthermore, a thyristor THY2 is connected between the connection point between the resistor R1 and the thyristor THY1 and the negative electrode of the battery 26.

Connection point Q between the power failure compensation port 29 and the timer circuit 30
A diode D3 is connected between the negative voltage of the battery 26 and
．． A series circuit of resistors R6 and R7 is connected, and a connection point between the resistors Re and R7 is connected to the gate terminal of the thyristor THY2.

An abnormality detection circuit 3 as a detection means is connected between the connection point and the speed control circuit 34, and the circuit 38 detects commutation failure when performing chopper control, that is, a failure in driving the DC motor 33. When an abnormality is detected, an abnormality detection signal is output to the thyristor THY2.

In this embodiment, the thyristor THY2 and the diode D3
A stop circuit 37 as a stop means is constituted by resistors R6 and R7.

Then, the stop circuit 37 outputs the control signal from the power failure compensation circuit 29 as a gate signal to the thyristor THY2, or outputs the abnormality detection signal from the abnormality detection device 38 as a gate signal, turns on the thyristor THY2, and turns on the thyristor THYI. The connection point f and the negative electrode of the battery 26 are short-circuited without intervening.

Next, the operation of the battery vehicle constructed in this way will be explained.

During normal driving with the power plug 22 unplugged, the power failure compensation circuit 29 is not supplied with AC from the three-phase AC power supply 23, so no control signal is output from the circuit 29, and the connection point Q → diode D3 → resistor R6 → connection Thyristor THY undergoing lighting
Since the gate signal of 2 is not output, thyristor THY2
is in the off state.

When the driver turns on the forward or reverse direction switches 32a and 32b, current flows from the connection point a or b to the diode D2 to the connection point d to the resistor R4 to the contactor closing signal circuit 35. Then,
From the running contactor closing signal circuit 35 to the thyristor THY
A gate signal is output to 1, and this signal causes the thyristor T
HY1 turns on and current flows from connection point a or b → resistor R1
→ Thyristor THY1 → Resistor R2.

Therefore, a base current flows through the transistor TR, which turns on the forward or reverse relays MF and M.
R is excited. Forward or reverse relay MF, M
Based on the excitation of R, the contactors MFa and MRa are switched and the field winding 33a of the DC motor 33 is excited, so that the armature 33b is rotated in forward and reverse directions, and the drive wheels are rotated in the forward or reverse direction. And the speed control circuit 34
The vehicle is chopper controlled and runs at a predetermined speed.

During this normal running, if the abnormality detection circuit 38 detects an abnormality such as failure of commutation, the circuit 38 sends a signal to the thyristor TH.
A gate signal is output to Y2 to turn on thyristor THY2. Then, the current flows from connection point a or b → diode D2 → connection point d → resistor R1 → connection point f → thyristor TH
Y2, the connection point f is grounded, the thyristor THY1 is turned off, and the transistor TR is turned off, so that the forward or reverse electromagnetic relays MF and MR are not excited. Therefore, the drive of the DC motor 33 is stopped.

When charging the battery 26, when the power plug 22 is inserted, the power failure compensation circuit 29 connects the three-phase AC power supply device 2.
3, an alternating current is applied, and the power failure compensation circuit 29 outputs a control signal. In response to this signal, the timer circuit 30 excites the electromagnetic coil 24a of the magnet switch 24, closes the contactor 24b, and starts charging the battery 26.

At the same time, a control signal (gate signal) is sent from the power failure compensation circuit 29.

The signal (No.) is input to the gate terminal of thyristor THY2 via diode D3 → resistor R6 → connection point, and thyristor THY2 is turned on by the same gate signal.

Therefore, even if the forward or reverse direction switches 32a and 32b are turned on during charging, the current will flow from connection point a or b → diode D2 → connection point d- + resistor R1 → as in the case when an abnormality is detected during driving. It flows from the connection point f to the thyristor THY2.

Therefore, since the thyristor THY1 is not turned on and the base current of the transistor TR does not flow, the transistor TR
Forward and reverse electromagnetic relays MF and M do not turn on.
R is not excited. Therefore, the DC motor 33 is not driven, and the vehicle is not driven during charging.

Further, during charging operation, if the power failure compensation circuit 29 detects the occurrence of a power failure, the power failure compensation circuit 29 stops outputting the control signal, thereby interrupting the counting operation of the timer circuit 30, and the thyristor THY2 The input of the gate signal to the thyristor THY2 is stopped and the thyristor THY2 is turned off.

Then, charging is started and the timer circuit 30 again counts the charging time, and when a predetermined charging time has elapsed, the timer circuit 3o de-energizes the electromagnetic coil 24a of the magnet switch 24 to terminate the charging. Open 24b.

Furthermore, when the power plug 22 is removed after charging is completed, the AC from the three-phase AC power supply device 23 is not applied to the power failure compensation circuit 29, and the output of the gate signal to the thyristor THY2 is stopped, and the thyristor THY2 is turned off, allowing the vehicle to travel. It becomes a state.

In this way, the travel restriction device of this embodiment does not use the cutoff relay 10 in the conventional travel restriction device, so no space is required for installing the cutoff relay 10, and the device can be made smaller. Since the cutoff relay 10 is not used in this case, the cost thereof can also be reduced.

Furthermore, since the cutoff relay 10 is not used and is made non-contact, poor contact of the contact 10b and chattering due to photographing can be completely prevented, and the stop of the run (1) can be reliably performed.

Effects of the Invention As detailed above, the travel restriction device of the present invention has excellent effects in that the device can be made smaller and lower in cost, and the travel motor can be reliably stopped. Demonstrate.

[Brief explanation of drawings]

FIG. 1 is an electric circuit diagram of a travel restriction device embodying the present invention, and FIG. 2 is an electric circuit diagram of a conventional travel restriction device. Charger 21, power plug 22, three-phase AC power supply device 2
3, battery 26, charging control circuit 28, DC motor 3
3. Travel control circuit 36, stop circuit 37, abnormality detection circuit 3
8゜

Claims (1)

[Claims] 1. A charger that is connected to an external power supply device and charges a drive battery for a driving motor using the external power supply device, and a connection state between the external power supply device and the charger. charging control means for detecting and controlling the charging operation of the charger based on the detection; driving control means for driving and controlling the driving motor to control driving of the vehicle; a detection means for detecting an abnormality, and a stop means for controlling the travel control means and stopping driving of the travel motor based on a detection signal of the detection means and a signal from the charging control means. Travel restriction device.