JP7756836B2 - Electric Vehicle Control System - Google Patents

Description

The present disclosure relates to an electric vehicle control system powered by a power source.

An electric vehicle receives power from a substation via overhead lines and supplies it to a power converter, which converts the power into the desired AC power via a circuit breaker. The AC power converted by the power converter is then supplied to an electric motor. Patent Document 1 discloses that a circuit breaker, multiple inverters, multiple connection circuits, and a control unit are provided, and that power is supplied to the multiple inverters via the circuit breaker. The control unit also opens the circuit breaker if an abnormality occurs in the AC circuit unit formed by the combination of the connection circuit and the electric motor. The inverter in which the abnormality occurred is then stopped, thereby electrically isolating the AC circuit unit in which the abnormality occurred from the power supply system.

Japanese Patent Application Laid-Open No. 2018-191487

When a power conversion device installed in an electric vehicle opens a circuit breaker, it may record a fault as an overcurrent causing the circuit breaker to open, even if the power conversion device itself is not faulty. When a fault is recorded in the power conversion device, the cause must be investigated during vehicle inspection, which results in time-consuming vehicle inspections.

This disclosure has been made to solve the problems described above, and aims to provide an electric vehicle control system that can shorten inspection time.

In order to achieve the above-mentioned object, the electric vehicle control system of the present disclosure includes a power conversion device that is mounted on an electric vehicle and electrically connected in series to a circuit breaker that is electrically connected to a power source, converts power supplied from the power source into DC power or AC power , and records the fault when it detects a fault in the device itself ; and a vehicle information management device that is mounted on the electric vehicle and communicatively connected to the power conversion device, wherein when opening the circuit breaker to disconnect the power conversion device from the power source, the vehicle information management device sends a first signal to the power conversion device before opening the circuit breaker, or when stopping the supply of power from the electric vehicle's control power source, sends a first signal to the power conversion device before stopping the supply of power from the electric vehicle's control power source, and the power conversion device that receives the first signal sent from the vehicle information management device stops recording faults for a predetermined period of time.

The electric vehicle control system disclosed herein comprises a power conversion device mounted on an electric vehicle and electrically connected in series with a circuit breaker electrically connected to a power source, converting power supplied from the power source into DC power or AC power, and recording a fault when the circuit breaker is opened or when the supply of power from the electric vehicle's control power source is stopped; and a vehicle information management device mounted on the electric vehicle and communicatively connected to the power conversion device. When the circuit breaker is opened to disconnect the power conversion device from the power source, the vehicle information management device transmits a first signal to the power conversion device before the circuit breaker is opened, or when the supply of power from the electric vehicle's control power source is stopped, the power conversion device transmits a first signal to the power conversion device before stopping the supply of power from the electric vehicle's control power source. Upon receiving the first signal from the vehicle information management device, the power conversion device stops recording faults for a predetermined period of time, thereby preventing faults from being recorded in the power conversion device, thereby shortening the time required for vehicle inspection.

1 is a diagram showing a schematic configuration of an electric vehicle of an electric vehicle control system 1 according to a first embodiment; 1 is a schematic diagram showing a configuration of an electric vehicle control system 1 according to a first embodiment. 1 is a diagram illustrating an outline of a power conversion device of an electric vehicle control system 1 according to a first embodiment. FIG. 2 is a sequence diagram showing an example of the operation of the electric vehicle control system 1 according to the first embodiment. FIG. 2 is a sequence diagram showing an example of the operation of the electric vehicle control system 1 according to the first embodiment. FIG. 10 is a sequence diagram showing an example of the operation of the electric vehicle control system 2 according to the second embodiment. FIG. 1 is a diagram illustrating an example of a general configuration of hardware that realizes an electric vehicle control system according to an embodiment.

Embodiments of an electric vehicle control system according to the present disclosure will be described below with reference to the drawings. In this specification and the drawings, components having substantially the same functions will be assigned the same reference numerals, and duplicate explanations will be omitted. Furthermore, in the drawings, diagrams showing the configuration of circuits and devices are merely diagrams showing the schematic configuration.

Embodiment 1.
FIG. 1 is a diagram illustrating a schematic configuration of an electric vehicle 10 of an electric vehicle control system 1 according to a first embodiment of the present disclosure. In FIG. 1 , the electric vehicle 10 is configured with three vehicles, namely, a vehicle 21, a vehicle 22, and a vehicle 23. Although three vehicles are described here, the electric vehicle control system 1 may be configured with one, two, four, or more vehicles. The electric vehicle control system 1 includes a power conversion device 51, a power conversion device 52, and a vehicle information management device 60. The power conversion device 51 and the power conversion device 52 are electrically connected to a current collector 80 via a circuit breaker 70. The vehicle information management device 60 is capable of communicating with the power conversion device 51 and the power conversion device 52. The vehicle information management device 60 is also capable of communicating with the circuit breaker 70. The power conversion device 51, the power conversion device 52, the vehicle information management device 60, the circuit breaker 70, and the current collector 80 may be provided in any of the vehicles 21, 22, and 23. 1 , vehicle 21 is provided with a vehicle information management device 60, a circuit breaker 70, and a current collector 80. Vehicle 22 is provided with a power converter 51. Vehicle 23 is provided with a power converter 52.

The power conversion devices 51 and 52 are electrically connected to the current collector 80 and the circuit breaker 70, and are supplied with power from the power source 90. The power conversion devices 51 and 52 convert the power supplied from the power source 90 into DC power or AC power, and supply the converted power to a load (not shown). Here, the load is, for example, an electric motor. Details of the circuit configuration will be described later. The power conversion devices 51 and 52 are capable of communicating information with the vehicle information management device 60 via the in-vehicle transmission line 61. The power conversion devices 51 and 52 are control devices that control the running of the electric vehicle 10.

The vehicle information management device 60 is capable of communicating information with the power conversion device 51 and the power conversion device 52 via the in-vehicle transmission line 61. The vehicle information management device 60 is connected to the driver's cab (not shown), and powering commands and braking commands are input from the driver's cab. The vehicle information management device 60 also controls the running and braking of the electric vehicle 10 by transmitting the powering commands and braking commands input to the vehicle information management device 60 to the power conversion device 51, the power conversion device 52, and the brake control device (not shown). The vehicle information management device 60 is also capable of communicating information with the circuit breaker 70. When it is necessary to open the circuit breaker 70, the vehicle information management device 60 transmits a first signal to the power conversion device 51 and the power conversion device 52. Details will be described later.

The circuit breaker 70 is electrically connected in series between the current collector 80 and the power conversion device 51. The circuit breaker 70 is opened when it is necessary to stop the supply of power to the electric vehicle 10, for example, when a failure occurs in the power conversion device 51. When the circuit breaker 70 is opened, the current collector 80 and the power conversion device 51 are electrically disconnected, and the supply of power from the current collector 80 to the power conversion device 51 is stopped. When it is necessary to supply power to the electric vehicle 10, the circuit breaker 70 is closed. When the circuit breaker 70 is closed, the current collector 80 and the power conversion device 51 are electrically connected, and power is supplied from the current collector 80 to the power conversion device 51. Here, the power conversion device 51 has been used as an example, but the same applies to the power conversion device 52.

The current collector 80 obtains DC power from a substation (not shown) via a power source 90 and supplies power to the power converters 51 and 52. The current collector 80 is, for example, a pantograph that receives power from an overhead line, or a collector shoe that receives power from a third rail.

The power source 90 is connected to a substation and receives DC power from the substation. The power source 90 is, for example, an overhead line or a third rail.

Fig. 2 is a schematic diagram showing the configuration of an electric vehicle control system 1 according to a first embodiment of the present disclosure. In Fig. 2, a first electric vehicle control device is configured to include a circuit breaker 70, a first contactor 71, a second contactor 72, a resistor 73, a filter reactor 74, a filter capacitor 75, and a power conversion device 51. A second electric vehicle control device is configured to include a circuit breaker 70, a first contactor 71, a second contactor 72, a resistor 73, a filter reactor 74, a filter capacitor 75, and a power conversion device 52. The first electric vehicle control device and the second electric vehicle control device share the circuit breaker 70 .

In the first electric vehicle control device, one end of the circuit breaker 70 is connected to the current collector 80. The other end of the circuit breaker 70 is connected to a first contactor 71 and a second contactor 72. One end of the first contactor 71 is connected to the circuit breaker 70. The other end of the first contactor 71 is connected to a resistor 73. One end of the second contactor 72 is connected to the circuit breaker 70. The other end of the second contactor 72 is connected to a resistor 73 and a filter reactor 74. One end of the resistor 73 is connected to the first contactor 71. The other end of the resistor 73 is connected to the second contactor 72 and the filter reactor 74. One end of the filter reactor 74 is connected to the second contactor 72 and the resistor 73. The other end of the filter reactor 74 is connected to one end of a filter capacitor 75 and the input end of the power conversion device 51. One end of the filter capacitor 75 is connected to the filter reactor 74 and the power conversion device 51. The other end of the filter capacitor 75 is grounded. One end of power conversion device 51 is connected to filter reactor 74 and filter capacitor 75. Power conversion device 51 is connected in parallel to filter capacitor 75. The other end of power conversion device 51 is connected to electric motor 76, which is a load. Electric motor 76 is, for example, an induction motor, a synchronous motor, or a synchronous reluctance motor.

In the second electric vehicle control device, one end of the circuit breaker 70 is connected to the current collector 80. The other end of the circuit breaker 70 is connected to a first contactor 71 and a second contactor 72. One end of the first contactor 71 is connected to the circuit breaker 70. The other end of the first contactor 71 is connected to a resistor 73. One end of the second contactor 72 is connected to the circuit breaker 70. The other end of the second contactor 72 is connected to a resistor 73 and a filter reactor 74. One end of the resistor 73 is connected to the first contactor 71. The other end of the resistor 73 is connected to the second contactor 72 and the filter reactor 74. One end of the filter reactor 74 is connected to the second contactor 72 and the resistor 73. The other end of the filter reactor 74 is connected to one end of a filter capacitor 75 and the input end of the power conversion device 52. One end of the filter capacitor 75 is connected to the filter reactor 74 and the power conversion device 52. The other end of the filter capacitor 75 is grounded. One end of power conversion device 52 is connected to filter reactor 74 and filter capacitor 75. Power conversion device 52 is connected in parallel to filter capacitor 75. The other end of power conversion device 52 is connected to electric motor 76, which is a load. Electric motor 76 is, for example, an induction motor, a synchronous motor, or a synchronous reluctance motor. Since power conversion device 51 and power conversion device 52 have the same function, power conversion device 51 will be described as an example.

The first contactor 71 and the second contactor 72 are contactors that electrically connect both ends when closed and electrically cut off when opened. Resistor 73 is a charging resistor that prevents inrush current when charging the filter capacitor 75. The filter reactor 74 and the filter capacitor 75 form an LC filter circuit and are provided to suppress harmonics generated when the power conversion device 51 performs power conversion from flowing to the power source 90. Furthermore, the filter reactor 74 smoothes the current flowing from the power source 90 to the power conversion device 51, and the filter capacitor 75 smooths the DC side voltage of the power conversion device 51. The power conversion device 51 converts DC power supplied from the power source 90 to AC power and supplies the converted AC power to the electric motor 76.

To supply power to the power conversion device 51, the circuit breaker 70 and the first contactor 71 are closed. At this stage, the second contactor 72 is open. Closing the circuit breaker 70 and the first contactor 71 electrically connects the current collector 80, circuit breaker 70, first contactor 71, resistor 73, filter reactor 74, and filter capacitor 75, and the filter capacitor 75 is charged. When a predetermined amount of power is charged in the filter capacitor 75, the first contactor 71 is opened and the second contactor 72 is closed. Opening the first contactor 71 and closing the second contactor 72 electrically connects the current collector 80, circuit breaker 70, second contactor 72, filter reactor 74, and filter capacitor 75, and the filter capacitor 75 is charged. Charging the filter capacitor 75 via the first contactor 71 and resistor 73 suppresses inrush current to the filter capacitor 75. When charging the filter capacitor 75, the first contactor 71 and the second contactor 72 are switched on and off to prevent an inrush current from flowing. Once the filter capacitor 75 is charged, the power conversion device 51 is enabled to operate. The power conversion device 51 is, for example, a two-level three-phase inverter circuit or a three-level three-phase inverter circuit. Since the power conversion operation is a common operation, a description thereof will be omitted.

Figure 3 is a diagram showing an outline of the power conversion device of the electric vehicle control system 1 according to the first embodiment of the present disclosure. The power conversion device 51 will be described as an example. The power conversion device 51 includes a drive unit 501, a conversion unit 502, a fault detection unit 503, an input/output unit 504, a processing unit 505, a circuit breaker control unit 506, and a memory unit 507.

The driving unit 501 controls the switching element of the conversion unit 502. Specifically, the driving unit 501 generates a signal to control the gate of the switching element, which is composed of a transistor.

The conversion unit 502 has switching elements that form a two-level, three-phase inverter circuit. The switching elements form pairs of positive and negative arms connected in series, called legs. The conversion unit 502 forms legs in the U, V, and W phases and converts DC power to AC power. The conversion unit 502 supplies the converted AC power to the electric motor 76.

The fault detection unit 503 detects faults in the power conversion device 51. Examples of faults include overcurrent caused by a short circuit in the power conversion device 51.

The input/output unit 504 is connected to the vehicle information management device 60, and receives operation commands, fault information, and the like. When the circuit breaker 70 of the electric vehicle 10 is opened, the input/output unit 504 receives a first signal from the vehicle information management device 60 indicating that the circuit breaker 70 is to be opened. When the fault detection unit 503 detects a fault , the input/output unit 504 notifies the vehicle information management device 60 of the fault.

The processing unit 505 is connected to the input/output unit 504, and receives driving commands and fault information sent from the vehicle information management device 60. The processing unit 505 controls the drive unit 501 based on the input driving commands.

When the fault detection unit 503 detects a fault, the processing unit 505 notifies the vehicle information management device 60 of the fault via the input/output unit 504. Furthermore, when the fault detection unit 503 detects a fault, the processing unit 505 sends a signal to the circuit breaker control unit 506 to open the circuit breaker 70.

When a signal to open the circuit breaker 70 is input from the processing unit 505, the circuit breaker control unit 506 controls the circuit breaker 70 to open. By equipping the power conversion device with the circuit breaker control unit 506, the power conversion device can reliably open the circuit breaker 70 in the event of a failure in the device itself.

The memory unit 507 is a memory in which faults are recorded. Specifically, when the fault detection unit 503 detects a fault, the processing unit 505 records the occurrence of the fault in the memory unit 507. The cause of the fault may also be recorded here.

When a first signal indicating that a circuit breaker 70 that has not been opened is to be opened is input, the processing unit 505 controls the stopping of fault recording in the memory unit 507 for a predetermined period. Here, the predetermined period is the period until a signal notifying that the circuit breaker 70 has been opened is input, or a predetermined period stored in the memory unit 507. The predetermined period stored in the memory unit 507 is, for example, 1 to 2 seconds. After the predetermined period has elapsed, the processing unit 505 cancels the stop of fault recording in the memory unit 507. Here, stopping fault recording includes not recording faults.

Next, the operation of the electric vehicle control system 1 according to embodiment 1 of the present disclosure will be described. Figure 4 is a sequence diagram showing an example of the operation of the vehicle information management device 60, the power conversion device 51, the power conversion device 52, and the circuit breaker 70 in the electric vehicle control system 1 according to embodiment 1 of the present disclosure until a failure occurs in the power conversion device 51 and the circuit breaker is opened. Figure 5 is a sequence diagram showing an example of the operation of the vehicle information management device 60, the power conversion device 51, the power conversion device 52, and the circuit breaker 70 after the circuit breaker 70 is opened.

A fault such as an overcurrent occurs in the power conversion device 51 (S101). The power conversion device 51 notifies the vehicle information management device 60 that a fault has occurred in the device itself (S102). The vehicle information management device 60 receives a signal from the power conversion device 51 indicating that a fault has occurred in the power conversion device 51 (S103). The power conversion device 51 records the occurrence of the fault in the memory unit 507 of the device itself (S104). After receiving the signal indicating that a fault has occurred in the power conversion device 51, the vehicle information management device 60 generates a first signal indicating that the circuit breaker 70 is to be opened (S105). The vehicle information management device 60 transmits the first signal to the power conversion devices 51 and 52 (S106). The power conversion devices 51 and 52 receive the first signal transmitted from the vehicle information management device 60 (S107, S108). When the power conversion device 52 receives the first signal transmitted from the vehicle information management device 60, it stops recording the fault in the storage unit 507 of its own device (S109). When the circuit breaker control unit 506 of the power conversion device 51 detects the occurrence of a fault, it controls the circuit breaker 70 to open (S110), and the circuit breaker 70 opens (S111). In FIG. 4 , the power conversion device 51 does not stop recording the fault after receiving the first signal. Here, the vehicle information management device 60 transmits the first signal to the power conversion devices 51 and 52. However, it is also possible to transmit the first signal only to the power conversion device 52 that is not faulty, without transmitting the first signal to the power conversion device 51 in which a fault has occurred.

5 , power conversion device 51 transmits a circuit breaker opening completion signal indicating that circuit breaker 70 has been opened to vehicle information management device 60 (S112). Vehicle information management device 60 receives the circuit breaker opening completion signal from circuit breaker 70 ( S113 ) and generates a second signal indicating that the circuit breaker has been opened ( S114 ). Vehicle information management device 60 transmits the second signal to power conversion devices 51 and 52 ( S115 ). Power conversion devices 51 and 52 receive the second signal transmitted from vehicle information management device 60 ( S116 , S117 ). Upon receiving the second signal transmitted from vehicle information management device 60, power conversion device 52 starts recording the fault in its own memory unit 507 ( S118 ). Here, the period during which the power electronics device 52 stops recording faults is the period from when the power electronics device 52 receives the first signal until when the power electronics device 52 receives the second signal.

As described above, in the electric vehicle control system 1, when it is necessary to open the circuit breaker 70 to disconnect the power conversion devices 51 and 52 from the power source, the vehicle information management device 60 transmits a first signal to the power conversion devices 51 and 52 before opening the circuit breaker 70. Upon receiving the first signal, the power conversion devices 51 and 52 stop recording faults. By having the power conversion devices 51 and 52 stop recording faults, if the circuit breaker 70 is opened, the power conversion devices that are not faulty will not record a fault, thereby shortening the time required for vehicle inspection. Furthermore, by having the power conversion devices 51 and 52 stop recording faults, if the circuit breaker 70 is opened, the power conversion devices that are not faulty will not record a fault, thereby ensuring capacity for recording faults based on normal detection. Furthermore, by having the power conversion devices 51 and 52 stop recording faults, if the circuit breaker 70 is opened, the generation of alarms due to erroneous fault detection can be reduced.

The electric vehicle control system 1 in embodiment 1 includes a power conversion device mounted on an electric vehicle and electrically connected in series with a circuit breaker electrically connected to a power source, converting power supplied from the power source into DC power or AC power, and recording a fault when the circuit breaker is opened or when the supply of power from the electric vehicle's control power source is stopped; and a vehicle information management device mounted on the electric vehicle and communicatively connected to the power conversion device.When the circuit breaker is opened to disconnect the power conversion device from the power source, the vehicle information management device transmits a first signal to the power conversion device before the circuit breaker is opened, and the power conversion device, upon receiving the first signal transmitted from the vehicle information management device, stops recording faults for a predetermined period, thereby shortening the time required for vehicle inspection.

In the electric vehicle control system 1 of embodiment 1, the power conversion device has a circuit breaker control unit that closes the circuit breaker to electrically connect the power conversion device to the power source, or opens the circuit breaker to electrically disconnect the power conversion device from the power source, thereby ensuring that the circuit breaker 70 can be opened in the event of a failure of the device itself.

The electric vehicle control system 1 of embodiment 1 includes a plurality of power conversion devices, and when the vehicle information management device receives a fault signal from one of the power conversion devices, it generates a first signal and transmits the first signal to the plurality of power conversion devices before the circuit breaker is opened. The plurality of power conversion devices that receive the first signal transmitted from the vehicle information management device record the fault in a first power conversion device that is faulty among the plurality of power conversion devices, and do not record the fault in a second power conversion device that is not faulty. Since a fault is not recorded in the power conversion devices that are not faulty, the time required for vehicle inspection can be shortened.

Embodiment 2.
In the second embodiment, a case where the control power supply of the electric vehicle 10 is turned off will be described as an example of opening the circuit breaker 70. Turning off the control power supply means stopping the supply of power necessary to control the equipment mounted on the electric vehicle 10. In other words, it means stopping the supply of power from the control power supply for the power necessary to control the equipment mounted on the electric vehicle 10. When the supply of power from the control power supply of the electric vehicle 10 is stopped, the supply of power to the circuit breaker control unit 506 of the power conversion device 51 is stopped. The circuit breaker control unit 506 maintains the closing of the circuit breaker 70 by supplying current to a circuit for keeping the circuit breaker 70 closed, and performs control to open the circuit breaker 70 by stopping the supply of current to the circuit for keeping the circuit breaker 70 closed. In the second embodiment, the supply of power to the circuit breaker control unit 506 is stopped in order to turn off the control power supply, and therefore the supply of current to the circuit for keeping the circuit breaker 70 closed is stopped, and the circuit breaker 70 is opened. 1 to 3 described in the first embodiment are also applicable to the second embodiment, and therefore a description of the configuration will be omitted.

The operation of the electric vehicle control system 2 according to the second embodiment of the present disclosure will now be described. Figure 6 is a sequence diagram showing an example of the operation of the vehicle information management device 60, the power conversion device 51, and the circuit breaker 70 in the electric vehicle control system 2 according to the second embodiment of the present disclosure, from the time when the control power supply is turned off until the circuit breaker is opened.

The vehicle information management device 60 receives a signal to turn off the control power supply of the electric vehicle 10 (S201). The vehicle information management device 60 generates a first signal indicating that the circuit breaker 70 is to be opened (S202). The vehicle information management device 60 transmits the first signal to the power conversion device 51 (S203). The power conversion device 51 receives the first signal transmitted from the vehicle information management device 60 (S204). Upon receiving the first signal transmitted from the vehicle information management device 60, the power conversion device 51 stops recording the fault in its own memory unit 507 (S205). After receiving the first signal transmitted from the vehicle information management device 60, the power conversion device 51 stops the power supply to the circuit breaker control unit 506 and controls the circuit breaker 70 to open (S206), and the circuit breaker 70 opens (S207). The power conversion device 51 performs control to open the circuit breaker 70 after receiving the first signal, but may also perform control to open the circuit breaker 70 before receiving the first signal.

The electric vehicle control system 2 of embodiment 2 includes a power conversion device mounted on an electric vehicle and electrically connected in series with a circuit breaker electrically connected to a power source, converting the power supplied from the power source into DC power or AC power, and recording a fault when the circuit breaker is opened or when the supply of power from the electric vehicle's control power source is stopped; and a vehicle information management device mounted on the electric vehicle and communicatively connected to the power conversion device.When stopping the supply of power from the electric vehicle's control power source, the vehicle information management device transmits a first signal to the power conversion device before stopping the supply of power from the electric vehicle's control power source.When receiving the first signal from the vehicle information management device, the power conversion device stops recording faults for a predetermined period of time.As a result, no faults are recorded in the power conversion device, thereby shortening the time required for vehicle inspection.

The power conversion device 51, the power conversion device 52, and the vehicle information management device 60 each include at least a processor, a memory, a receiver, and a transmitter, and the operation of each device can be realized by software. FIG. 7 is a diagram showing a general configuration example of hardware that realizes the electric vehicle control system 1 and the electric vehicle control system 2 according to the embodiment. The device shown in FIG. 7 includes a processor 1001, a memory 1002, a receiver 1003, and a transmitter 1004. The processor 1001 performs calculations and control using software using received data. The memory 1002 stores received data or data required for the processor 1001 to perform calculations and control, and also stores software. The receiver 1003 is an interface that receives signals or information input to the power conversion device 51, the power conversion device 52, and the vehicle information management device 60. The transmitter 1004 is an interface that transmits signals or information output from the power conversion device 51, the power conversion device 52, and the vehicle information management device 60. It should be noted that a plurality of processors 1001, memories 1002, receivers 1003, and transmitters 1004 may be provided.
In the above description, an example was given in which the power source was DC power, but the power source may also be AC power. If the power source is AC power, a transformer for stepping down the AC voltage received is provided downstream of the current collector 80, and a converter for converting the AC voltage output from the transformer into a DC voltage is provided downstream of the transformer.
In the above description, the power conversion device 51 and the power conversion device 52 are used as an example, but similar control is also possible in the case of auxiliary power supplies that share the circuit breaker 70.

10 Electric vehicle, 21, 22, 23 Vehicle, 51, 52 Power conversion device, 60 Vehicle information management device, 61 In-vehicle transmission line, 70 Circuit breaker, 71 First contactor, 72 Second contactor, 73 Resistor, 74 Filter reactor, 75 Filter capacitor, 76 Electric motor, 80 Current collector, 90 Power supply, 501 Drive unit, 502 Conversion unit, 503 Fault detection unit, 504 Input/output unit, 505 Processing unit, 506 Circuit breaker control unit, 507 Memory unit, 1001 Processor, 1002 Memory, 1003 Receiver, 1004 Transmitter.

Claims (3)

a power conversion device that is mounted on an electric vehicle, electrically connected in series to a circuit breaker that is electrically connected to a power source, converts power supplied from the power source into DC power or AC power, and records the failure when a failure of the device itself is detected ;
a vehicle information management device mounted on the electric vehicle and communicably connected to the power conversion device,
when opening the circuit breaker to disconnect the power conversion device from the power source, the vehicle information management device transmits a first signal to the power conversion device before the circuit breaker is opened, or when stopping the supply of power from the control power supply of the electric vehicle, transmits a first signal to the power conversion device before stopping the supply of power from the control power supply of the electric vehicle;
the power conversion device that has received the first signal transmitted from the vehicle information management device stops recording faults for a predetermined period of time;
Electric vehicle control system. The power conversion device has a circuit breaker control unit that closes the circuit breaker to electrically connect the power conversion device to the power source or opens the circuit breaker to electrically disconnect the power conversion device from the power source.
The electric vehicle control system of claim 1 . a plurality of the power conversion devices;
a first power electronics device that detects a failure of the power electronics device transmits a failure signal to the vehicle information management device and then records the failure;
the vehicle information management device generates the first signal when receiving the fault signal from one of the power electronics devices, and transmits the first signal to the plurality of power electronics devices before the circuit breaker is opened;
a second power electronics device that is not faulty among the power electronics devices stops recording faults for the predetermined period upon receiving the first signal;
3. The electric vehicle control system according to claim 1 or 2.