JP6092078B2 - Electric drive vehicle - Google Patents

Description

  The present invention relates to a trolley-type electrically driven vehicle that is driven by electric power supplied from an overhead line via a pantograph.

  In a mine or the like, a trolley type electric drive vehicle that receives electric power supplied from an electric power plant or substation to an overhead line via a pantograph and is driven by the electric power is widely known. A typical example of this type of electrically driven vehicle is a trolley type dump truck (see FIG. 22). The trolley type dump truck is used in a mine as shown in FIG. 21, for example. As shown in FIG. 21, the power plant 50 supplies AC power to a substation 51, and the substation 51 steps down the supplied AC power with a transformer, rectifies it with a rectifier, and supplies DC power to the overhead line 70. Each dump truck receives power from the overhead wire 70 via a pantograph 45 attached to the vehicle body 6 and drives a motor and an inverter as a driving device with the electric power to provide wheels (rear wheels) provided on the vehicle body 6. 40 and 41 are rotated. In this way, the dump truck runs on the mine slope.

  Here, the pantograph 45 and the overhead line 70 are in contact with each other only by the push-up force from the pantograph 45. At this time, depending on the traveling state, the overhead line 70 may be separated from the pantograph 45 (separated line). As a technique for reducing such a separation line, for example, a method has been proposed in which the separation line is predicted (preliminary determination) by monitoring with an overhead line and a pantograph camera (see Patent Document 1).

  In Patent Document 1, a camera installed in front of a vehicle projects a pantograph and an overhead line, and calculates a distance that the pantograph moves in the horizontal direction with respect to the ground from the image of the camera. When the calculated travel distance exceeds the set value, it is predicted that the vehicle will be disconnected, and by changing the steering angle of the steering wheel and the motor torque output balance of the left and right wheels, the vehicle is moved in the direction opposite to the direction of movement of the pantograph. Move. Thus, the pantograph is prevented from leaving the overhead line.

JP 2012-244708 A

  The separation line has a horizontal direction and a vertical direction with respect to the road surface, and the frequent separation line is a case where the separation line is separated in the direction perpendicular to the road surface. There are two main factors for vertical separation. The first factor is the overhead line 70. As shown in FIG. 21, the overhead line 70 is lifted by pillars 52 called support points at regular intervals. The lifted portion has higher tension and less slack in the overhead wire 70 than the other portions, so that the displacement of the pantograph 45 pushing the overhead wire 70 is reduced. The amount by which the overhead line 70 is pushed up becomes a margin for maintaining contact between the overhead line 70 and the pantograph 45 from disturbance. For this reason, the margin is reduced in the vicinity of the support point, so the possibility of separation is increased.

  The second factor is the pitching motion of the vehicle body 6. In the state where the pantograph 45 is installed in the vehicle main body 6, when vibration (pitching motion) generated by suspension expansion and contraction of the front and rear wheels of the vehicle main body 6 occurs, the front of the vehicle main body 6 sinks and the pantograph 45 and There is a case where the contact of the overhead line 70 is released (separated).

  Here, the dump truck used in a mine or the like has a vehicle body 6 having, for example, a wheel base of 6 m, a vehicle height of 7 m, and a vehicle weight of about 300 t. When the vehicle body 6 travels on an unpaved road surface such as a mine, vertical displacement due to a pitching motion of about 20 cm at maximum may occur.

  As described above, both the overhead wire 70 and the vehicle main body 6 have a factor that induces a disconnection, and when the above event occurs alone or in combination, the disconnection is caused. However, in the technique described in Patent Document 1, no reference is made to prediction and countermeasures for separation in the direction perpendicular to the road surface.

  The present invention has been made in view of the above circumstances, and an object of the present invention is to determine in advance whether or not a pantograph is separated from an overhead line in a direction perpendicular to a road surface in an electrically driven vehicle, and is determined to be separated. It is to take measures in the event of a failure.

  In order to achieve the above object, an electrically driven vehicle according to the present invention includes a vehicle main body traveling on a road surface, a pantograph attached to the vehicle main body, and the vehicle main body with electric power supplied from an overhead line via the pantograph. A drive device for driving and a vehicle control device for controlling the operation of the drive device, wherein the vehicle control device is configured such that the pantograph is connected to the road surface from the overhead wire based on information on the vehicle body and the state of the overhead wire. A separation determination unit that determines in advance whether or not to disconnect in the vertical direction, and when the separation of the pantograph is determined in advance by the separation determination unit, the height of the pantograph increases in a direction in which the pantograph increases. And a torque control unit for controlling the drive torque.

  The present invention controls the drive torque in a direction in which the height position of the pantograph increases when it is determined in advance that the pantograph will be derailed (a derailment is predicted). For example, the torque control unit controls the drive torque so that the electrically driven vehicle is accelerated rapidly. Then, the electrically driven vehicle is tilted so that the front of the vehicle is raised, and the height position of the pantograph is raised. As a result, it is possible to prevent a vertical separation from the road surface of the pantograph. Furthermore, according to the present invention, it is possible to prevent damage to driving devices such as a motor and an inverter by preventing the pantograph from being separated.

  Further, the present invention is the above configuration, wherein the separation line determination unit calculates a future vertical displacement amount of the pantograph and a threshold value for determining the separation line of the pantograph based on the information, and the calculated pantograph It is characterized in that it is determined in advance whether or not the pantograph is separated from the future vertical displacement amount and the threshold value. According to the present invention, the separation line of the pantograph can be accurately determined.

  Furthermore, in the above-described configuration, the separation line determination unit calculates the pitching angle of the vehicle body based on the information, and calculates the current vertical displacement amount of the pantograph using the pitching angle. A first vertex when the pantograph descends from rising is detected from the current vertical displacement of the pantograph, and a second vertex when the pantograph rises from descending after the first vertex is detected after the first vertex. The amount of future vertical displacement of the pantograph is calculated by obtaining it from the amount of time change of the vertical displacement of the pantograph. The present invention can determine the separation line of the pantograph more accurately by using the pitching angle of the vehicle body.

  Furthermore, in the above-described configuration, the separation line determination unit may include a first vertical displacement amount of the pantograph after a lapse of 1/12 of a predetermined period from the time when the first vertex of the pantograph is detected. The inclination of the vertical displacement amount of the pantograph is calculated from the first vertical displacement amount of the pantograph and the second vertical displacement amount of the pantograph after a lapse of 1/12 of the predetermined period. The second vertex is calculated by adding the multiplication result obtained by multiplying the predetermined period by 1/3 of the predetermined period to the second vertical displacement amount. According to the present invention, the amount of vertical displacement of the pantograph can be accurately calculated.

  Furthermore, the present invention is characterized in that, in the above-described configuration, the separation determination unit performs calculation using a period calculated from a frequency at which the pitching motion of the vehicle body is the largest as the predetermined period. According to the present invention, the separation line of the pantograph can be determined on the safest side.

  Further, the present invention is characterized in that, in the above configuration, the separation line determination unit calculates a pitching angle of the vehicle body based on input information from an angular velocity sensor installed in the vehicle body as the information. It is said. According to the present invention, the separation line of the pantograph can be determined using an existing sensor.

  Further, according to the present invention, in the above configuration, the separation determination unit calculates a pitching angle of the vehicle body based on input information from an acceleration sensor provided before and after the vehicle body as the information. It is characterized by. According to the present invention, the separation line of the pantograph can be determined using an existing sensor.

  Further, the present invention is the above configuration, wherein the separation line determination unit uses information on a spring constant when the overhead line is modeled as a spring as the information, and uses the positional relationship between the vehicle body and the overhead line as the information. The threshold value is calculated by dynamically changing a spring constant and dividing the spring constant by the pushing force of the pantograph. According to the present invention, by modeling the overhead line as a spring, it is possible to accurately determine the separation line of the pantograph by a simple method.

  In the above configuration, the separation line determination unit may determine in advance that the absolute value of the future vertical displacement amount of the pantograph exceeds the absolute value of the threshold value, and the pantograph When it is determined that the pantograph is separated from the time of the determination, the pantograph and the overhead line in the vertical direction of the road surface when the pantograph is separated are determined. And a separation distance that is a distance between them is calculated and output to the torque control unit. According to the present invention, it is possible to favorably control the drive torque by the torque control unit.

  Further, according to the present invention, in the above-described configuration, the separation line time is calculated as a time required for the pantograph to move to the second vertex from a time point when the pantograph is determined to be separated, and the separation line distance is calculated as the pantograph Is calculated as a value obtained by subtracting the absolute value of the threshold value from the absolute value of the vertical displacement amount at the second vertex. According to the present invention, it is possible to accurately calculate a separation time and a separation distance.

  According to the present invention, in the above configuration, the separation determination unit inputs the position information of the vehicle body and the information of the vertical displacement of the past pantograph as the information, and the vehicle body travels after the present time. It is characterized in that data of the vertical displacement amount of the pantograph of the path to be extracted is extracted, and the future vertical displacement amount of the pantograph is calculated based on the extracted data. According to the present invention, by using the position information of the vehicle body and the data of the vertical displacement of the past pantograph, it is possible to more accurately determine the pantograph separation line.

  Further, according to the present invention, in the above configuration, the torque control unit calculates a change amount of the drive torque based on a determination result of the separation line determination unit, and the drive based on a calculation result of the change amount of the drive torque. A torque output method is determined, and a drive torque for the drive device is controlled according to the output method.

  According to the present invention, since the driving torque can be controlled according to the driving torque output method determined by reflecting the determination result of the separation line determination unit, the separation of the pantograph can be prevented more reliably. In addition, by appropriately determining the drive torque output method, the behavior of the pantograph can be suitably controlled according to the environment such as the road surface.

  Furthermore, the present invention is the above-described configuration, wherein the separation line determination unit includes a separation line distance that is a distance between the pantograph and the overhead line in a direction perpendicular to a road surface when the separation line of the pantograph is generated, and the pantograph is a separation line. Then, a derailment time, which is a time from when it is determined to when the pantograph derailment occurs, is calculated, and the torque control unit has a value proportional to a value obtained by dividing the derailment distance by the square of the derailment time, The change amount of the driving torque is calculated so as to satisfy According to the present invention, the amount of change in drive torque can be accurately calculated.

  Further, the present invention is the above configuration, wherein the separation line determination unit calculates a separation line time which is a time from when it is determined that the pantograph is separated from the time when the separation line of the pantograph occurs, and the torque control unit includes: The calculated change amount of the drive torque is increased stepwise, the drive torque is maintained at a constant value within the derailment time, and decreased in a ramp shape after the derailment time has elapsed. It is characterized by determining an output method.

  According to the present invention, by increasing the change amount of the drive torque stepwise, the height position of the pantograph can be quickly raised, so that the pantograph can be reliably prevented from being separated. And since a drive torque is hold | maintained to a fixed value within the wire-separation time, the state where the pantograph is not wire-separated can be maintained. Further, the height position of the pantograph can be gradually lowered by reducing the change amount of the drive torque in a ramp shape.

Further, the present invention is the above configuration, wherein the separation line determination unit calculates a separation line time which is a time from when it is determined that the pantograph is separated from the time when the separation line of the pantograph occurs, and the torque control unit includes: the change amount of the calculated the drive torque is increased stepwise, if it is within the contact break time holds the drive torque to a constant value, after the release line time with decreasing the drive torque in a ramp shape, When the pantograph rises, the drive torque is reduced based on the amount of rise of the pantograph, with zero being the lower limit, and when the pantograph is lowered, the drive torque is reduced so as to reduce the drive torque in the ramp shape. The output method is determined.

  According to the present invention, by increasing the change amount of the drive torque stepwise, the height position of the pantograph can be quickly raised, so that the pantograph can be reliably prevented from being separated. And since a drive torque is hold | maintained to a fixed value within the wire-separation time, the state where the pantograph is not wire-separated can be maintained. Further, the height position of the pantograph can be gradually lowered by reducing the change amount of the drive torque in a ramp shape. Further, in the present invention, the drive torque is decreased with zero as a lower limit based on the amount of increase in the pantograph after the separation line has elapsed, so that the height position of the pantograph increases rapidly after the separation line has elapsed. The behavior can be suppressed.

  According to the present invention, it is possible to determine in advance whether or not the pantograph is separated from the overhead line in the direction perpendicular to the road surface, and when it is determined that the pantograph is separated, measures can be taken to prevent the separation. . Therefore, it is possible to prevent disconnection. Problems, configurations, and effects other than those described above will be clarified by the following description of embodiments.

It is a lineblock diagram of the dump truck concerning a 1st embodiment of the present invention. 1 is an electrical configuration diagram of a dump truck according to a first embodiment of the present invention. It is a flowchart which shows the flow of a process of the separation line reduction means shown in FIG. It is a flowchart which shows the procedure of the process for the derailment prediction means shown in FIG. 2 to calculate the future vertical displacement amount of a pantograph from the measurement result of an angular velocity sensor. It is a flowchart which shows the procedure of the process for the derailment prediction means shown in FIG. 2 to calculate the future vertical displacement amount of a pantograph from the measurement result of an acceleration sensor. It is a figure showing the relationship between the amount of vertical displacement of a pantograph and a pitching angle. 6 is a graph for explaining the flow of processing from S13 to S14 in FIG. 4 and S23 to S24 in FIG. 5. It is the graph which showed the relationship between the frequency of pitching motion and the magnitude | size of a pitching angle. FIG. 3 is a flowchart showing a procedure of processing for the separation line prediction means shown in FIG. 2 to calculate a future vertical displacement amount of a pantograph from vehicle body position information and data of angular velocity sensors acquired in the past. It is a flowchart which shows the procedure of the process for the derailment prediction means shown in FIG. 2 to calculate the future vertical displacement amount of the pantograph from the position information of the vehicle body and the data of the acceleration sensor acquired in the past. It is a flowchart which shows the flow of the process for calculating a separation line threshold value. It is a flowchart which shows the flow of the process of a line separation prediction using a threshold value. It is a figure which shows the relationship between the vertical displacement of a pantograph, a separation line threshold value, a separation line time, and a separation line distance. It is a flowchart which shows the flow of the process in which a torque control means calculates the change amount of a drive torque. It is a flowchart which shows the process in which a torque control means determines the application method of the variation | change_quantity of a drive torque. A changing amount of the driving torque is a diagram showing the relationship between the increase amount of the pantograph in case of contact break time t ₁ and t _1/2. In 1st Embodiment of this invention, after a drive torque increases in step shape, it is a figure which shows the effect in the case of decreasing in ramp shape. In 1st Embodiment of this invention, after a drive torque increases in a step shape, it is a figure which shows the effect in the case of decreasing with a primary delay shape. It is a flowchart which shows the process in which a torque control means determines the application method of the change amount of a drive torque in 2nd Embodiment. It is a figure which shows the effect in 2nd Embodiment of this invention. It is a figure which shows the whole mine structure where a trolley type dump truck runs. It is a side view which shows the detail of the trolley type dump truck shown in FIG.

“First Embodiment”
Embodiments of an electrically driven vehicle according to the present invention will be described below. FIG. 1 is a configuration diagram of a dump truck according to an embodiment of the present invention. A dump truck according to an embodiment of the present invention includes a vehicle body 6, a diesel engine (ENG) 31, a generator (G) 32, a rectifier 33, inverters 34 and 35, an electric motor 36, and the like shown in FIG. 37, reduction gears 38 and 39, wheels 40 and 41, chopper 42, regenerative resistor 43, pantograph 45, electromagnetic contactor 46, and reactor 47. As shown in FIG. 22, the pantograph 45 includes a boat body (slide plate) 45 a that contacts the overhead line 70 from below, and a frame body 45 b that supports the boat body 45 a so as to be movable up and down with respect to the vehicle body 6. ing.

  As shown in FIG. 22, the vehicle main body 6 is configured by providing a loading platform 8 and a driver's cab 10 for loading earth and sand on a frame. The vehicle main body 6 includes various devices and parts described above. In addition to being installed, a hydraulic actuator 9 and the like for raising and lowering the loading platform 8 are also installed. However, since the configuration of the vehicle body 6 is well known in the present embodiment, detailed description thereof is omitted here. In the following description, the vehicle body is appropriately referred to as “vehicle body”.

  The dump truck according to the present embodiment can travel in two travel modes, a diesel mode and a trolley mode. First, the operation when the dump truck travels in the diesel mode will be described. In the diesel mode, the diesel engine 31 drives the generator 32, and the generator 32 outputs three-phase AC power. The rectifier 33 rectifies the three-phase AC power output from the generator 32 and converts it into DC power, and supplies the DC power to the inverter 34 and the inverter 35.

  The inverter 34 converts the DC power supplied from the rectifier 33 into AC power having a variable frequency and supplies it to the motor 36 to drive the motor 36. The inverter 35 converts the DC power supplied from the rectifier 33 into AC power having a variable frequency, and drives the motor 37 by supplying it to the motor 37. The electric motor 36 is connected to the wheel 40 via a reduction gear 38, and the wheel 40 rotates when the electric motor 36 is driven by the inverter 34. The electric motor 37 is connected to the wheel 41 via the reduction gear 39, and the wheel 41 rotates when the electric motor 37 is driven by the inverter 35. The wheels 40 are installed on the left side of the body of the dump truck, and the wheels 41 are installed on the right side of the body of the dump truck, and the dump truck accelerates as the wheels 40 and 41 rotate. The wheels 40 and 41 are both rear wheels, and the front wheels are not shown in FIG.

  On the other hand, when the dump truck decelerates, the electric motor 36 and the electric motor 37 operate as a generator to regenerate electric power in the DC circuit of the inverter 34 and the inverter 35 using the kinetic energy of the dump truck as electric energy. In order to process the regenerative power generated at this time, a regenerative resistor 43 is connected to the DC circuit of the inverter 34 and the inverter 35 via a chopper 42. When the DC voltage of the DC circuit of the inverter 34 and the inverter 35 exceeds a specified value, the regenerative resistor 43 consumes regenerative power by operating the chopper 42.

  Next, the operation when traveling in the trolley mode will be described. The overhead line 70 is connected to the DC circuit of the inverter 34 and the inverter 35 through the pantograph 45, the electromagnetic contactor 46, and the reactor 47. By turning on the magnetic contactor 46, DC power is supplied to the inverter 34 and the inverter 35 from the overhead wire 70 side. The inverter 34 converts the DC power supplied from the overhead wire 70 side into AC power having a variable frequency, and supplies it to the motor 36 to drive the motor 36. The inverter 35 converts the DC power supplied from the overhead wire 70 side into AC power having a variable frequency, and drives the motor 37 by supplying it to the motor 37. As in the diesel mode, the electric motor 36 is driven by the inverter 34 and the electric motor 37 is driven by the inverter 35, whereby the wheel 40 and the wheel 41 are rotated, and the dump truck is accelerated.

  On the other hand, when the dump truck decelerates, the electric motor 36 and the electric motor 37 operate as generators as in the diesel mode, and the kinetic energy of the dump truck is used as electric energy to regenerate power in the DC circuit of the inverter 34 and the inverter 35. To do. When the DC voltage of the DC circuit of the inverter 34 and the inverter 35 exceeds a specified value, the regenerative resistor 43 consumes regenerative power by operating the chopper 42.

  As described above, in the diesel mode, the generator 32 is driven by the diesel engine 31 and the electric motors 36 and 37 are driven by using the electric power generated by the generator 32 so that the dump truck travels. In the trolley mode, The dump truck travels by driving the electric motors 36 and 37 using the electric power supplied from the overhead line 70.

  FIG. 2 is a diagram illustrating an electrical configuration of the dump truck according to the present embodiment. As shown in FIG. 2, the vehicle control device 11 includes information (signals, data, etc.) from the angular velocity sensor 21, the stroke sensor 22, the load sensor 23, the rear wheel speed sensor 24, the camera 25, the radar 26, and the acceleration sensor 27. ) As an input, a torque command is output to the inverters 34 and 35 and the motors 36 and 37 which are the drive unit 5. The inverters 34 and 35 are operated by the electric power supplied from the overhead line 70 via the pantograph 45 or the electric power obtained by driving the diesel engine 31, and control the driving of the wheels 40 and 41 based on the torque command.

  Next, a specific configuration of the vehicle control device 11 will be described. In the vehicle control device 11, there are two paths for creating a torque command. The first is a path for calculating a reference torque for basic driving of the vehicle. The reference torque value 7 is determined in response to a driver's acceleration and deceleration request by an accelerator pedal and a brake pedal (not shown). The second is a path for calculating a drive torque change amount (correction torque) for raising the pantograph 45. Using the information regarding the state of the vehicle body 6 and the overhead line 70 obtained from the vehicle / overhead line state detection unit 1 as an input, the separation line reduction unit 2 commands a change amount of the drive torque for raising the pantograph 45.

  The separation line reducing unit 2 includes a separation line prediction unit (separation determination unit) 3 and a torque control unit (torque control unit) 4. That is, the separation line reducing means 2 functions as a “separation determination unit” and a “torque control unit” of the present invention. The separation line prediction means 3 predicts (preliminary determination) the presence or absence of a separation line based on the information from the vehicle / overhead line state detection means 1, and when the separation line is predicted, the separation line of the pantograph 45 is generated from the time of the prediction. Time (separation time) and the distance (separation distance) between the pantograph 45 and the overhead line 70 in the vertical direction of the road surface when the pantograph 45 is decoupled are calculated and input to the torque control means 4. . The torque control means 4 calculates and commands the required drive torque change amount (correction torque) from the separation time and separation distance. Then, the reference torque and the correction torque calculated from the two paths are added and then output as a torque command value of the vehicle control device 11.

  Next, details of the vehicle / overhead wire state detection means 1, the disconnection prediction means 3, and the torque control means 4 will be described. The vehicle / overhead line state detection means 1 acquires information representing the state of the vehicle body 6 and the overhead line 70 that is necessary for the separation line prediction. For example, the information indicating the state of the vehicle body 6 includes information related to the pitching motion of the vehicle body 6, and the information indicating the state of the overhead line 70 includes structure information of the overhead line 70 and position information of the vehicle body 6. Information regarding the pitching motion of the vehicle body 6 is necessary to know the movement distance in the direction perpendicular to the road surface of the pantograph 45.

  Here, the movement of the vehicle body 6 and the pantograph 45 may be considered to be the same movement as long as the pitching movement of the vehicle body 6 is approximately the same. Therefore, in order to derive the vertical movement distance of the pantograph 45, (a) information relating to the pitching motion of the vehicle body 6 is required. Further, (b) the structure information of the overhead line 70 and (c) the position information of the vehicle body 6 are necessary for knowing the push-up amount of the overhead line 70 that changes at intervals between the pillars 52 (see FIG. 21) that are support points. The three information (a) to (c) will be described in detail below.

  First, as information related to the pitching motion of the vehicle body 6, a pitching angle can be cited. As a measuring method, it is conceivable to use an angular velocity sensor 21 (see FIG. 2) installed on the vehicle body 6. The angular velocity data acquired by the angular velocity sensor 21 can be extracted as pitching angle data by performing time integration. Further, when the stroke sensor 22 attached to the suspension device (not shown) in front of and behind the vehicle body 6 is used, the height of the vehicle body 6 in the front and rear direction can be increased by utilizing the fact that the angle of the pitching motion of the vehicle body 6 is 1 ° or less. The displacement can be approximated with the pitching angle.

  Further, a load sensor 23, an acceleration sensor 27, or a rear wheel speed sensor 24 installed in the suspension device may be used. The data acquired from the load sensor 23, the acceleration sensor 27, or the wheel speed sensor 24 for the rear wheels has a relatively matching change with the pitching angle of the vehicle body 6. Therefore, the pitching angle data can be reproduced by correcting the data acquired from the load sensor 23, the acceleration sensor 27, or the wheel speed sensor 24 of the rear wheel with a correction coefficient obtained by simulation or experiment. As described above, the pitching angle can be obtained by using data of various existing sensors 21, 22, 23, 24, and 27 that are conventionally provided in the vehicle body 6.

  Next, the structure information of the overhead line 70 includes a spring constant when the overhead line 70 is modeled as a spring, and a force by which the pantograph 45 pushes up the overhead line 70. The value of the spring constant varies depending on the installation interval of the pillars 52 (see FIG. 21) called support points for lifting the overhead wire 70. This is because the tension applied to the overhead wire 70 increases in the vicinity of the support point, and the spring constant needs to be a function of the distance from the support point. Therefore, the spring constant of the overhead wire 70 can be derived, for example, by actually measuring the displacement of the overhead wire 70 when the overhead wire 70 is pushed up with a constant force.

  Further, the spring constant of the overhead wire 70 can also be obtained by using a publicly known formula with the pushing force of the overhead wire 70, the support point interval, the slack amount of the overhead wire 70, and the mass of the overhead wire 70 as input values. Then, the amount by which the overhead wire 70 is pushed up can be known by multiplying the spring constant by the force that the pantograph 45 pushes up. In other words, this spring constant is necessary to know the amount by which the overhead wire 70 is pushed up. The amount by which the overhead line 70 is pushed up is a margin for maintaining contact between the overhead line 70 and the pantograph 45 due to disturbance, and can therefore be used as a threshold for predicting the separation of the pantograph 45.

  Finally, as a method for acquiring the position information of the vehicle body 6, use of the camera 25 and the radar 26 can be considered. Using the image of the camera 25 and the reflected wave information of the radar 26, it is possible to determine which position of the overhead line 70 the host vehicle is traveling. Further, when the position where the trolley travel is started is always constant, if there is information on the vehicle speed, the travel position can be known in combination with the design information of the overhead line 70. Further, the positional relationship between the overhead line 70 and the vehicle body 6 can also be grasped using the map information of the area where the trolley travels and the GPS information of the vehicle.

  The information (a) to (c) described above may be information acquired at present or in the past. For example, when it is desired to acquire current information of the host vehicle, data may be collected directly from a sensor or the like and the information may be used. In addition, if you want to use past information of your vehicle and other vehicles, save the information acquired in the past once in the memory or server, and extract the information from the memory or server as necessary. Can be used. The three types of information obtained in this way are input to the line separation predicting means 3 one by one or a plurality by using wired or wireless means.

  Next, the separation line predicting means 3 will be described. The separation line prediction unit 3 calculates the vertical displacement amount of the pantograph 45 based on the information obtained from the vehicle / overhead line state detection unit 1. Then, using this result, the future change of the pantograph 45 is calculated, and the presence or absence of a separation line is predicted. Thereby, preparations can be made to prevent the pantograph 45 and the overhead line 70 from being separated.

  First, the process of the line separation predicting means 3 when the information obtained from the vehicle / overhead line state detecting means 1 does not include data acquired in the past and is only the current data will be described. FIG. 3 is a flowchart showing the processing of the separation line reducing means 2. Here, S (steps) 01 to S06 shown in FIG. 3 will be described in detail from S01 to S03, which are processing (processing related to the separation prediction) performed by the separation prediction means 3.

<About S01>
In S01, the line separation predicting means 3 calculates the future vertical displacement of the pantograph 45 from the vehicle / overhead line information (information relating to the state of the vehicle body 6 and the overhead line 70). At the same time, in S02, the disconnection prediction means 3 also calculates a threshold for predicting the disconnection from the vehicle / overhead line information. The separation line prediction means 3 performs the separation line prediction (pre-determination of separation line) in S03 based on the information of S01 and S02.

  Here, a method for realizing S01 will be described with reference to FIGS. FIG. 4 is a flowchart showing the procedure of the process (S01) for calculating the future vertical displacement amount of the pantograph from the measurement result of the angular velocity sensor as the vehicle / overhead line information. FIG. 5 is a flowchart showing the procedure of the process (S01) for calculating the future vertical displacement amount of the pantograph from the measurement result of the acceleration sensor as the vehicle / overhead line information.

  As shown in FIG. 4, the separation line prediction means 3 calculates a pitching angle in S11 using data of the angular velocity sensor 21 which is one of vehicle information (information indicating the state of the vehicle body 6). Further, as shown in FIG. 5, the separation line predicting means 3 calculates the pitching angle using data of the acceleration sensor 27 attached to the suspension device installed before and after the vehicle body 6 which is one of the vehicle information. (S21). The conversion from the sensor data to the pitching angle data is as described in detail for the vehicle / overhead line state detecting means 1.

  Next, the separation line predicting means 3 calculates the vertical displacement amount of the pantograph 45 in S12 (S22). The amount of vertical displacement is calculated by first calculating the vertical displacement of the pantograph 45 due to the pitching motion, and secondly adding the amount of road surface fluctuation (the amount of road surface unevenness) to the vertical displacement of the pantograph 45. The pitching angle is converted into the vertical displacement of the pantograph 45 by the following equations (1) to (7).

  FIG. 6 is a diagram showing the relationship between the vertical displacement amount of the pantograph 45 and the pitching angle. The solid line in the figure indicates the position of the vehicle body 6 including the height of the pantograph 45 before the pitching movement occurs, and the broken line indicates the position of the vehicle body 6 when the pitching movement occurs. Here, h in the figure is the vertical displacement amount of the pantograph 45 to be obtained. θ is the pitching angle, β is the angle when looking up the pantograph 45 at the front upper part of the vehicle body 6 from the ground and horizontal plane passing through the center of gravity, Y is the vertical distance from the center of gravity to the pantograph 45, and X is the front of the vehicle body 6 from the center of gravity. Indicates the horizontal distance to (tip). Here, in the pitching motion, θ is often 1 ° or less, and considering that the value is small, h0 can be approximated as a part of the circumference having Rxy as the radius.

Therefore, h0 can be expressed by Expression (1).
However,
And counterclockwise with respect to the rotation of θ.

Furthermore, Formula (3) is formed from the similarity of triangles.
here,
Thus, it can be seen that the vertical displacement amount of the pantograph 45 can be calculated from the pitching angle of the vehicle body 6.

  Here, since the dump truck used in a mine or the like mounts a load on the rear side of the vehicle body 6, the center of gravity thereof is at a high position behind the vehicle body 6. Therefore, approximately, cos α can be viewed as 1. Therefore, the calculation may be performed with h = h0.

  In this way, the separation line prediction means 3 calculates the vertical displacement of the pantograph 45 due to the pitching motion, and then adds the amount of road surface fluctuation to the vertical displacement of the pantograph 45 as a second step. For example, the vertical fluctuation amount of the road surface may be obtained from the pitching angle.

  FIG. 8 is a graph showing the relationship between the pitching motion frequency (1 / period) and the pitching angle at that time (pitching amplitude). Y indicates the amount of unevenness on the road surface, and the relationship as shown in FIG. 8 can be derived from the amount of unevenness on the road surface and the period and size of the pitching angle. If this relationship is tabulated from the results of simulations and experiments, the amount of road surface fluctuation (unevenness) can be calculated from the pitching angle.

  Next, in S13 (S23) to S14 (S24), in order to predict a separation line in advance, the separation line prediction unit 3 calculates a future change from the vertical displacement amount of the pantograph 45 calculated in S12 (S22). FIG. 7 is a graph for explaining the flow of processing from S13 (S23) to S14 (S24). Here, the vertical axis of the graph indicates the amount of vertical displacement of the pantograph 45, and indicates that the pantograph 45 descends when the graph moves downward. The horizontal axis indicates time.

  First, the separation line prediction means 3 raises the pantograph 45 in order to detect that the pantograph 45 is descending, that is, toward the separation line, from the current vertical displacement of the pantograph 45 in S13 (S23). The vertex (vertex A) at the time of descending is detected. As a detection method, for example, it may be detected that the sign of the time differential value of the vertical displacement is changed (positive to negative in the graph of FIG. 7) (FIG. 7 (i)).

  Next, the separation line predicting means 3 calculates the amount of vertical displacement of the future pantograph 45, that is, how far the vehicle body 6 descends in S14 (S24). In this method, after the apex A detected in FIG. 7 (i), the future vertical displacement of the pantograph is estimated by calculating the apex B (the point at which the pantograph 45 is fully lowered) when the pantograph 45 rises from the descent. And The vertex A corresponds to the “first vertex” of the present invention, and the vertex B corresponds to the “second vertex” of the present invention.

  In calculating the vertices A and B, the characteristic of the trigonometric function discovered in the present invention is used. The characteristic is that, in a trigonometric function of a certain frequency F, a line obtained by extending the slope of a point advanced by 1/12 period and a point advanced by 1/6 period intersects with the next vertex B of vertex A It is to do. Here, in order to calculate the vertex B, it is necessary to set the frequency F in advance, and in this embodiment, the resonance frequency that maximizes the pitching angle of the vehicle body 6 shown in FIG. 8 is used.

  As shown in FIG. 8, it can be seen that the pitching angle has a peak regardless of the unevenness of the road surface. This indicates that the inherent vibration frequency of the vehicle body 6 and the pitching motion of the vehicle body 6 resonate. In the present embodiment, the apex when the pantograph 45 rises from the lowering in the case where the vertical displacement is the largest is calculated. Thereby, the descending state of the pantograph 45 in the worst case can be known. That is, it is possible to predict the separation of the pantograph 45 on the safest side and take measures against it.

  Next, a specific processing method of S14 (S24) will be described. As shown in FIG. 7, a point (sin (π / 2 + π / 6)) advanced by 1/12 period and a point advanced by 2/12 period (sin (π / 2 + π / 3) from the time when the vertex A is detected. )) Is held (FIGS. 7 (ii) and (iii)). That is, the vertical displacement 1 (first vertical displacement) and the vertical displacement 2 (second vertical displacement) shown in FIG. 7 are held. Then, the inclination is calculated from the above two points based on Expression (8), the inclination is extended by 1/3 period, and the vertical displacement amount 2 is added, so that the pantograph 45 is lowered as shown in Expression (9). It is possible to calculate the apex B when rising from. Ideally, when the vertical fluctuation of the pantograph fluctuates at the planned frequency F (dotted line in FIG. 7), the error is −3.6% (= 1 − (− 0.964 / −1.0)). Vertex B can be calculated. When the pitching motion of the vehicle body 6 is modeled, it can be expressed as a product of a sine wave and an exponential function, and thus the above calculation method can be applied.

  Further, the processing of the separation line predicting means 3 when the information obtained from the vehicle / overhead line state detecting means 1 includes data acquired in the past regardless of the own vehicle and other vehicles will be described with reference to FIGS. . Compared with the methods of FIGS. 4 and 5, this method can be calculated including not only the vertex B but also a transitional change in the vertical displacement of the pantograph 45. Therefore, it is possible to determine the separation line of the pantograph 45 more accurately from the past data and to take a more appropriate measure for preventing the separation line of the pantograph 45 from occurring.

  First, the separation line predicting means 3 calculates the pitching angle in S101 (S201) as in S11 (S21), and calculates the vertical displacement amount of the pantograph 45 in S103 (S203). At the same time, the separation line predicting means 3 acquires the current position of the vehicle body 6 from information such as GPS in S102 (S202), and in S104 (S204), the upper and lower parts of the past pantograph 45 on the route to be traveled from now on A plurality of displacement amounts are extracted. Finally, the separation line prediction means 3 uses an optimization method such as a genetic algorithm or a regression analysis method in S105 (S205), and calculates the vertical displacement of the future pantograph 45 that is most likely from a plurality of data. calculate. Further, the vertical displacement amount of the future pantograph 45 may be obtained by averaging the plurality of data described above.

<Processing of S02 and S03>
Next, an explanation will be given of a method for predicting the separation line in S03 and a method for calculating the separation line threshold value in S02 with reference to FIGS. FIG. 11 is a flowchart showing a flow of processing for calculating the separation threshold, FIG. 12 is a flowchart showing a flow of separation prediction using the threshold, and FIG. 13 is a pantograph vertical displacement, separation threshold, and separation time. It is a figure which shows the relationship between and separation line distance.

  As a method for predicting the separation line, for example, there is a method using a threshold value. For details, as shown in FIG. 12, the separation line prediction means 3 inputs the future vertical displacement amount of the pantograph 45 of S01 in S51, and takes its absolute value in S52. Further, the separation line prediction means 3 inputs the separation line threshold value of S02 in S53, takes its absolute value in S54, and compares the absolute value of the threshold value with the future vertical displacement amount and the absolute value in S55, so that the separation line is detected. Predict whether or not it will occur. Details of each step will be described below.

  First, the threshold determination flow shown in S02 (see FIG. 3) will be described with reference to FIG. The separation line threshold must be a value indicating that the overhead line 70 and the pantograph 45 are separated. Therefore, in the method used in the present embodiment, the push-up amount of the overhead line 70 (margin for maintaining the contact between the overhead line 70 and the pantograph 45 from disturbance) is set as the “separation threshold”. The amount by which the overhead wire 70 is pushed up is determined by the spring constant of the overhead wire 70 and the pantograph 45 by the pushing force of the overhead wire 70.

  First, in FIG. 11, the separation line prediction means 3 determines the relative relationship between the vehicle body 6 and the overhead line 70 from the spring constant (K) of the overhead line 70 in S42 and the positional information and map information of the vehicle body 6 obtained from GPS or the like in S41. Input position information (x). As described in the vehicle / overhead line state detection means 1, the spring constant of the overhead line 70 varies depending on the positional relationship between the overhead line 70 and the vehicle body 6. Therefore, the separation line prediction means 3 determines the value of the spring constant K depending on x in S43. Is calculated. When the spring constant K is determined, the line separation predicting means 3 determines the line separation threshold (threshold value) by dividing the spring constant K by the push-up force of the pantograph 45 in S44.

  Thereafter, the separation prediction in S55 (see FIG. 12) is executed. If the absolute value of the future vertical displacement amount of the pantograph 45 is larger than the absolute value of the separation threshold, it is predicted that the separation will occur, and the process proceeds to S57. Output the derailment time and distance defined in. On the other hand, if the separation line is not predicted in S55, that is, if the absolute value of the future vertical displacement amount of the pantograph 45 is not larger than the absolute value of the separation line threshold value, the drive torque is not generated and the process returns to S01 and S02 (S56). ).

  Here, as shown in FIG. 13, the “separation time” is the time from when the pantograph 45 is decoupled until the decoupling of the pantograph 45 occurs, specifically, The time from the time when the vertical displacement amount of the future pantograph 45 is calculated to the apex B when the change of the future pantograph 45 rises from the lowering is shown. Further, the “separation distance” is a distance between the pantograph 45 and the overhead line 70 in the vertical direction of the road surface when the separation of the pantograph 45 occurs, and specifically, the future change of the pantograph 45 increases from the fall. The absolute value of the difference between the vertex B and the separation threshold at the same time is shown. In the graph of FIG. 13, the separation threshold indicates that the pantograph 45 descends when the value on the vertical axis moves in the negative direction. Therefore, for convenience of illustration, the sign of the value calculated in S44 is inverted. I'm drawing.

  Finally, the torque control means 4 will be described. The torque control means 4 controls the drive torque to raise the pantograph 45. Thereby, it is possible to prevent the pantograph 45 from separating from the overhead line 70. Here, among S01 to S06 shown in FIG. 3, S04 to S06, which are processes (processes for controlling the driving torque) performed by the torque control means 4, will be described in detail.

  After performing the line separation prediction in S03 of FIG. 3, the change amount of the drive torque is determined based on the line separation prediction result in S03 in S04. In S05, the application method (output method) of the change amount of the drive torque is determined in response to the result of S04. In S06, the change amount of the drive torque is applied to the drive device 5 (motors 36 and 37, inverters 34 and 35). Commanded. After the application of the drive torque is completed, the process returns to S01 and S02, and a new separation prediction is performed.

<About S04>
First, an example of S04 will be described using FIG. 14 and equations (10) to (16) shown below. FIG. 14 is a flowchart showing a flow of processing in which the torque control unit calculates the change amount of the drive torque.

  As shown in FIG. 14, the input values for determining the amount of change in drive torque are the separation time Δt (S62) and the separation distance Y (S61) calculated in S57 (see FIG. 12). Here, the relationship between the drive torque and the amount of increase in the pantograph 45 will be considered. From equations (1) to (3), it can be seen that the pitching angle θ and the vertical displacement h of the pantograph 45 are in a proportional relationship. At this time, regarding the change Δθ in the pitching angle, for example, when attention is paid to the moments around the driving wheels of the two-wheel drive of the rear wheels by two motors, the equations (10) and (11) are established. Here, the clockwise pitching angle change is negative.

Where ΔM is the moment change around the pitch axis of the vehicle body 6, I is the moment of inertia around the pitch axis, ΔFr (t) is the force applied to the rear wheel, y is the vertical distance from the ground to the center of gravity, and lr is the rear Indicates the horizontal distance from the center of the wheel to the center of gravity.

Further, ΔFr is expressed by Expression (12).
Here, ω is the rotational speed of the motor, ΔT is the amount of change in drive torque, v is the vehicle speed, r is the tire radius, and Gr is the gear ratio.

From equation (12), equation (11) can be expanded as follows.

Therefore, the increase amount hp of the pantograph can be expressed by Expression (14) from Expression (3).

From equation (14), it can be seen that a positive drive torque must be applied in order to raise the pantograph. Here, when ΔT (t) is a step function, Expression (16) is derived by performing Expression expansion from Expression (14).

  The value of hp needs to be equal to or greater than the separation distance. For example, hp sufficient to suppress the separation may be obtained by multiplying the separation distance by a constant obtained by experiment or simulation. Also, if Δt, which is the integration time, is set as the separation time, it is possible to secure the necessary amount of increase in the pantograph 45 within the separation time. That is, the amount of change in drive torque can be calculated from the separation time and the separation distance. More specifically, as shown in S63, the change amount (ΔT) of the drive torque can be obtained by dividing the separation distance (Y) by the square of the separation distance (Δt) and multiplying by a constant.

FIG. 16 shows the relationship between the drive torque change amount (ΔT) calculated from the equation (15) and the amount of increase (hp) of the pantograph in the case of the separation times t ₁ and t _1/2 . As shown in FIG. 16, it can be seen that the drive torque change amount (ΔT) and the increase amount (hp) of the pantograph 45 are in a proportional relationship.

<About the processing of S05 and S06>
Next, details of S05 for determining the method of applying the change amount of the drive torque calculated in S04 will be described with reference to FIG. FIG. 15 is a flowchart illustrating a process in which the torque control unit determines a method for applying the change amount of the drive torque.

  The torque control means 4 inputs the drive torque change amount (ΔT) in S71, and increases the drive torque by ΔT (step increase) in order to raise the pantograph 45 in S72. At this time, the shape of the drive torque may be any shape such as a step shape, a ramp shape, and a first order lag shape as long as the amount of pantograph increase can be secured to the extent that the separation can be suppressed within the separation time. In S72, the flow is increased in steps. The advantage of this example is that the vehicle body 6 and the pantograph 45 can be raised in a short time (the front of the vehicle body 6 can be raised). As can be seen from equation (14), the amount of increase in the pantograph increases as the integrated value of torque increases. For this reason, using the step-like shape can enhance the effect of reducing the separation even when the separation time is short.

  Next, the torque control means 4 determines whether or not the separation time has elapsed since the drive torque was increased in S73. If the separation time has not been reached, there is a risk of separation, and therefore it is necessary to continue (hold) the drive torque in S74. Since the risk of disconnection disappears after the disconnection time has elapsed, the torque control means 4 decreases the drive torque that has raised the pantograph 45. At this time, if the torque is suddenly reduced, the pantograph 45 is greatly lowered, so that the shape for reducing the drive torque is, for example, a ramp shape (see FIG. 17C).

  Therefore, after S73, the torque control means 4 determines a shape in which the drive torque decreases in a ramp shape in S75. Here, the ramp rate may be determined by determining the reduction rate from the simulation or actual measurement result. In S77, the torque control means 4 decreases the drive torque according to the value determined in S75, and decreases it until the change value of the drive torque becomes zero (loops between S76 and S77). If the change value of the drive torque becomes zero (YES in S76), the process returns to S01 and S02 in S78.

  FIG. 17 shows the shape of the drive torque described in FIG. 15 and the effect of the first embodiment to which the present invention is applied. In FIG. 17, (a) is time on the horizontal axis, road surface fluctuation is on the vertical axis (when zero is a flat road), (b) is time on the horizontal axis, and the vertical displacement of the pantograph 45 is zero (zero is a flat road). The position of the pantograph when there is no gradient), (c), the horizontal axis represents time, and the vertical axis represents the amount of change in drive torque. When the dump truck travels on the road surface shown in (a), the dotted line in (b) is the vertical displacement amount of the pantograph 45 when the separation line reducing means 2 of the present invention is not provided, and the solid line is the case where the present invention is applied. The amount of vertical displacement of the pantograph 45. The wavy line is a separation threshold for predicting separation.

  When the present invention is not applied, the absolute value of the vertical displacement of the pantograph 45 exceeds the absolute value of the separation line threshold (in the case of the graph of FIG. 17, the vertical displacement of the pantograph 45 is below the separation line threshold). (See the circled part in FIG. 17B). On the other hand, when the present invention is applied, when the separation line is predicted by the separation line prediction unit 3 and the change amount of the drive torque and the torque application shape are determined by the torque control unit 4, the average value of the vertical displacement of the pantograph 45 is calculated before the torque application. It can be seen that the rise prevents the separation line.

  Here, the separation line threshold is determined by the amount by which the overhead line 70 is pushed up to the pantograph 45. The reason why the threshold value is dynamically changed is that the overhead line 70 changes with the interval between the support points 52 as a period. Since the overhead line 70 is lifted in the vicinity of the support point 52, the amount by which the pantograph 45 pushes up the overhead line 70 decreases. In other words, the separation threshold increases in a direction in which separation is likely to occur, and thus the threshold periodically increases.

  In addition, although the effect in the case where the drive torque is reduced in a ramp shape is shown in FIG. 17, a configuration in which the drive torque is reduced to a first-order lag shape may be employed. The effect in this case is shown in FIG. As shown in FIG. 18, even if the driving torque is reduced to a temporarily delayed shape, the separation of the pantograph 45 can be prevented in advance. In addition, in the case of the first-order lag shape, the rise of the pantograph 45 after the lapse of Δt from the separation prediction can be suppressed a little compared to the case of the ramp shape.

“Second Embodiment”
Next, a second embodiment of the present invention will be described. In the second embodiment, a trolley type dump truck that predicts a separation line, reduces the separation line by changing the driving torque based on the prediction result, and can reduce vibration when the driving torque is changed will be described.

  In the present embodiment, the system configuration shown in FIG. 1 and FIG. 2 and the overall flow of the processing performed by the separation line reducing unit 2 are the same as those in the first embodiment, and thus description thereof is omitted. Furthermore, in the second embodiment, the same method as in the first embodiment is used up to S04 in FIG. Therefore, the difference between the first embodiment and the second embodiment is only the process related to S05 in FIG. Therefore, this difference will be described below with reference to FIG. 19, and the other description will be omitted.

  FIG. 19 is a flowchart illustrating a process in which the torque control unit determines a method for applying the change amount of the drive torque in the second embodiment. As shown in FIG. 19, the torque control means 4 inputs the amount of change of the drive torque in S81, and increases the drive torque, for example, stepwise (step increase) in S82. The torque control means 4 determines the elapse of the separation time in S83, holds the drive torque if the separation time has not elapsed (S84), and drives according to the rise and fall of the pantograph 45 if the separation time has elapsed. Change the torque. That is, after the determination in S83, in S85, the torque control means 4 determines a shape for reducing the drive torque, for example, in a ramp shape, as in the first embodiment.

  If the pantograph 45 rises while the drive torque is reduced in a ramp shape (YES in S87), the vehicle body 6 will rise excessively if the drive torque is applied as it is. Therefore, the torque control unit 4 reduces the lower limit of the driving torque to 0 [N · m] in a stepwise manner in S89 according to the amount of increase in the pantograph. The reduction ratio may be determined by multiplying the time change rate of the pantograph 45 by a coefficient obtained experimentally. On the contrary, when the pantograph 45 is descending (NO in S87), it is only necessary to apply a ramp-decreasing torque as in the first embodiment, so the torque control means 4 is determined in S88 in S85. Drive torque is reduced according to the lamp shape. Finally, as in the first embodiment, the torque control means 4 returns to S01 and S02 when the change amount of the drive torque becomes zero in S86 (S90).

  FIG. 20 shows the shape of the driving torque described in FIG. 19 and the effect of the second embodiment to which the present invention is applied. In FIG. 20, the horizontal axis represents time, (a) the vertical axis represents road surface fluctuation, (b) the vertical axis represents the amount of vertical displacement of the pantograph, and (c) the vertical axis represents the drive torque change amount. When the pantograph displacement shown by the solid line in FIG. 20B is compared with the pantograph displacement shown by the solid line in FIG. 17B, it can be seen that excessive rise and fall of the pantograph displacement is suppressed in FIG. In the first embodiment, since the driving torque is excessively applied when the road surface is rising, the pantograph 45 is greatly increased (see FIG. 17).

  On the other hand, in the second embodiment, while the drive torque is reduced in a ramp shape, the value of the drive torque is decreased in a step shape when going uphill (pantograph 45 is in an up state), and an excessive increase in pantograph 45 is suppressed. doing. When the road surface is down or flat (the pantograph 45 is in a lowered state), the torque value is returned to the original value so that the driving torque is reduced in a ramp shape. As a result, excessive rise and fall of the pantograph 45 can be suppressed, and wear of the overhead wire 70 and the pantograph 45 can be reduced.

  As described above, the dump truck according to the first embodiment and the second embodiment predicts the separation of the pantograph 45 and drives the drive device 5 so that the front of the vehicle body 6 rises if it is determined that the separation occurs. Torque is controlled. Thereby, since the height position of the pantograph 45 rises, it is possible to prevent the pantograph 45 from being separated from the overhead line 70 in the direction perpendicular to the road surface.

  Further, when the disconnection occurs, the power supply from the overhead line 70 is cut off once, so that the charges of the smoothing capacitors of the inverters 34 and 35 are consumed, and then the overhead line 70 and the pantograph 45 come into contact again. A high voltage is applied to the smoothing capacitor, and the drive devices 5 such as the motors 36 and 37 and the inverters 34 and 35 may be damaged by the rush current. However, according to the dump truck according to the first and second embodiments, damage to the drive device 5 can be prevented by preventing the pantograph 45 from being separated.

  In addition, embodiment mentioned above is an illustration for description of this invention, and is not the meaning which limits the scope of the present invention only to those embodiment. Those skilled in the art can implement the present invention in various other modes without departing from the gist of the present invention. For example, although not shown, the torque command may be output in consideration of information such as an inclination angle sensor for detecting the inclination angle of the vehicle body 6.

DESCRIPTION OF SYMBOLS 1 ... Vehicle and overhead wire state detection means 2 ... Disconnection reduction means 3 ... Disconnection prediction means (separation determination part)
4 ... Torque control means (torque controller)
5 ... Drive device 6 ... Body (vehicle body)
7 ... Reference torque 11 ... Vehicle control device 21 ... Angular velocity sensor 27 ... Acceleration sensor 34, 35 ... Inverter (drive device)
36, 37 ... Motor (drive device)
45 ... Pantograph 70 ... Overhead

Claims (15)

A vehicle main body that travels on a road surface, a pantograph attached to the vehicle main body, a drive device that drives the vehicle main body with electric power supplied from an overhead line via the pantograph, and a vehicle control device that controls the operation of the drive device And comprising
The vehicle control device includes, based on information on the vehicle main body and the state of the overhead line, a separation line determination unit that determines in advance whether or not the pantograph is separated from the overhead line in the vertical direction of the road surface, and the separation line determination unit An electric drive vehicle comprising: a torque control unit that controls a drive torque of the drive device in a direction in which a height position of the pantograph rises when a separation line of the pantograph is determined in advance. In claim 1,
The separation line determination unit calculates a future vertical displacement amount of the pantograph and a threshold value for determining the pantograph separation line based on the information, and calculates the future vertical displacement amount of the pantograph and the threshold value. An electric drive vehicle characterized by determining in advance whether or not the pantograph is separated. In claim 2,
The separation line determination unit calculates a pitching angle of the vehicle body based on the information, calculates a current vertical displacement amount of the pantograph using the pitching angle, and calculates the current vertical displacement amount of the pantograph from the current vertical displacement amount A first vertex when the pantograph descends from the rise is detected, and a second vertex when the pantograph rises from the fall after the first vertex is determined from a time change amount of the vertical displacement of the pantograph after the first vertex. An electric drive vehicle characterized by calculating a future vertical displacement amount of the pantograph by obtaining. In claim 3,
The separation line determination unit is configured to calculate a first vertical displacement amount of the pantograph and a first vertical displacement amount of the pantograph after a lapse of 1/12 of a predetermined period from the time when the first vertex of the pantograph is detected. An inclination of the vertical displacement amount of the pantograph is calculated from the second vertical displacement amount of the pantograph after a lapse of 1/12 of the predetermined period, and the inclination is 1/3 of the predetermined period. The second vertex is calculated by adding the multiplication result obtained by multiplying the time to the second vertical displacement amount. In claim 4,
The electrically driven vehicle is characterized in that the separation line determination unit performs a calculation using a period calculated from a frequency at which the pitching motion of the vehicle body is the largest as the predetermined period. In claim 3,
The electrically driven vehicle, wherein the separation line determination unit calculates a pitching angle of the vehicle body based on input information from an angular velocity sensor installed in the vehicle body as the information. In claim 3,
The electrically driven vehicle, wherein the separation line determination unit calculates a pitching angle of the vehicle body based on input information from an acceleration sensor provided before and after the vehicle body as the information. In claim 3,
The separation line determination unit uses information on a spring constant when the overhead line is modeled as a spring as the information, dynamically changes the spring constant from a positional relationship between the vehicle body and the overhead line, and An electric drive vehicle characterized in that the threshold value is calculated by dividing a spring constant by a pushing force of the pantograph. In claim 3,
The separation line determination unit determines in advance that the absolute value of a future vertical displacement amount of the pantograph exceeds the absolute value of the threshold value, and the determination is performed when it is determined that the pantograph is disconnected. A separation time that is a time from the point of time until the pantograph separation occurs, and a separation distance that is a distance between the pantograph and the overhead line in the vertical direction of the road surface when the pantograph separation occurs are calculated. And output to the torque control unit. In claim 9,
The derailment time is calculated as the time required for the pantograph to move to the second vertex from the time when the pantograph is determined to be decoupled,
The electrically driven vehicle is characterized in that the separation line distance is calculated as a value obtained by subtracting the absolute value of the threshold value from the absolute value of the vertical displacement at the second vertex of the pantograph. In claim 2,
The separation line determination unit receives the position information of the vehicle main body and information on the vertical displacement of the pantograph in the past as the information, and determines the amount of vertical displacement of the pantograph on the path on which the vehicle main body travels after the present. An electric drive vehicle characterized by extracting data and calculating a future vertical displacement amount of the pantograph based on the extracted data. In claim 1,
The torque control unit calculates a change amount of the drive torque based on a determination result of the separation line determination unit, determines an output method of the drive torque based on a calculation result of the change amount of the drive torque, and outputs the output An electrically driven vehicle, wherein a drive torque for the drive device is controlled according to a method. In claim 12,
The separation line determination unit includes a separation line distance that is a distance between the pantograph and the overhead line in a vertical direction of a road surface when the separation line of the pantograph is generated, and a separation line of the pantograph from a point when it is determined that the pantograph is separated. Calculate the derailment time, which is the time until the occurrence of
The electric drive vehicle, wherein the torque control unit calculates a change amount of the drive torque so as to be a value proportional to a value obtained by dividing the separation distance by the square of the separation time. In claim 12,
The separation line determination unit calculates a separation line time which is a time from when it is determined that the pantograph is separated from the time when the separation line of the pantograph occurs.
The torque control unit increases the calculated change amount of the driving torque stepwise, maintains the driving torque at a constant value within the separation time, and decreases the ramp after the separation time has elapsed. Thus, the method for outputting the driving torque is determined as described above. In claim 12,
The separation line determination unit calculates a separation line time which is a time from when it is determined that the pantograph is separated from the time when the separation line of the pantograph occurs.
The torque control unit increases the calculated change amount of the drive torque in a stepwise manner, holds the drive torque at a constant value within the separation time, and ramps the drive after the separation time has elapsed. While reducing the torque, when the pantograph rises, the drive torque is reduced based on the amount of rise of the pantograph with zero as a lower limit, and when the pantograph is lowered, the drive torque is reduced in a ramp shape An electric drive vehicle characterized by determining a drive torque output method.